EP4206536A1 - Fuel-air mixing assembly in a turbine engine - Google Patents
Fuel-air mixing assembly in a turbine engine Download PDFInfo
- Publication number
- EP4206536A1 EP4206536A1 EP22161720.2A EP22161720A EP4206536A1 EP 4206536 A1 EP4206536 A1 EP 4206536A1 EP 22161720 A EP22161720 A EP 22161720A EP 4206536 A1 EP4206536 A1 EP 4206536A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- center body
- orifices
- turbine engine
- orifice
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000446 fuel Substances 0.000 claims abstract description 433
- 238000002485 combustion reaction Methods 0.000 claims abstract description 31
- 239000001257 hydrogen Substances 0.000 claims description 37
- 229910052739 hydrogen Inorganic materials 0.000 claims description 37
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims description 35
- 238000011144 upstream manufacturing Methods 0.000 claims description 20
- 239000002828 fuel tank Substances 0.000 claims description 13
- 239000000203 mixture Substances 0.000 description 21
- 230000009467 reduction Effects 0.000 description 14
- 238000002347 injection Methods 0.000 description 12
- 239000007924 injection Substances 0.000 description 12
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 9
- 230000008859 change Effects 0.000 description 6
- 239000012530 fluid Substances 0.000 description 6
- 230000007423 decrease Effects 0.000 description 5
- 239000007789 gas Substances 0.000 description 5
- 239000000567 combustion gas Substances 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 239000003208 petroleum Substances 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 230000035515 penetration Effects 0.000 description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- 239000003085 diluting agent Substances 0.000 description 2
- 150000002431 hydrogen Chemical class 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 230000001154 acute effect Effects 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000004323 axial length Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
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- 229910052757 nitrogen Inorganic materials 0.000 description 1
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- 238000006467 substitution reaction Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
- F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
- F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
- F23R3/286—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply having fuel-air premixing devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
- F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
- F23R3/02—Continuous combustion chambers using liquid or gaseous fuel characterised by the air-flow or gas-flow configuration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
- F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
- F23R3/02—Continuous combustion chambers using liquid or gaseous fuel characterised by the air-flow or gas-flow configuration
- F23R3/16—Continuous combustion chambers using liquid or gaseous fuel characterised by the air-flow or gas-flow configuration with devices inside the flame tube or the combustion chamber to influence the air or gas flow
- F23R3/18—Flame stabilising means, e.g. flame holders for after-burners of jet-propulsion plants
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
- F23R2900/00—Special features of, or arrangements for continuous combustion chambers; Combustion processes therefor
- F23R2900/00002—Gas turbine combustors adapted for fuels having low heating value [LHV]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
Definitions
- the disclosure generally relates to a fuel-air mixing assembly of an engine, more specifically to a fuel-air mixing assembly fluidly coupled to a combustor of a turbine engine.
- Turbine engines and particularly gas or combustion turbine engines, are rotary engines that extract energy from a flow of combusted gases passing through the engine and flowing over a multitude of airfoils, including stationary vanes and rotating turbine blades.
- Hydrogen or hydrogen mixed with another element or compound can be used for combustion, however hydrogen or a hydrogen mixed fuel can result in a higher flame temperature than traditional fuels. That is, hydrogen or a hydrogen mixed fuel typically has a wider flammable range and a faster burning velocity than traditional fuels such petroleum-based fuels, or petroleum and synthetic fuel blends. Therefore, the many of the combustion components designed for traditional fuels would not be suitable for hydrogen or hydrogen mixed fuels.
- aspects of the disclosure described herein are generally directed to a fuel-air mixing assembly for a turbine engine, where the fuel-air mixing assembly is fluidly coupled to or at least partially included within a combustor.
- the fuel-air mixing assembly is provided with a fuel containing hydrogen (hereinafter, hydrogen-containing fuel) that is mixed with at least one airflow within the fuel-air mixing assembly.
- Hydrogen-containing fuel typically has a wider flammable range and a faster burning velocity than traditional fuels such petroleum-based fuels or petroleum and synthetic fuel blends.
- the burn temperatures for hydrogen-containing fuel can be higher than the burn temperatures of traditional fuel, such that existing engine designs for traditional fuels would not be capable of operating under the heightened temperatures.
- the fuel-air mixing assembly provides a structure that is designed for the heightened temperatures of fuel such as hydrogen-containing fuel or any other fuel that burns hotter than traditional fuels.
- the fuel-air mixing assembly as disclosed herein includes fuel outlets that are farther downstream from air intakes.
- the fuel-air mixing assembly, as disclosed herein can include at least a portion of an air passage (where the fuel and air mix) that has a constant area to maintain the velocity of the fuel-air mixture.
- NOx nitrogen oxides
- a typical method used to reduce NOx emissions is to inject a diluent (water, steam, nitrogen) into the combustor, but this may result in reduced performance of the turbine engine.
- the fuel-air mixing assembly as described herein, provides a structure to reduce NOx emissions without the use of a diluent.
- first, second, and third may be used interchangeably to distinguish one component from another and are not intended to signify location or importance of the individual components.
- forward and aft refer to relative positions within a turbine engine or vehicle, and refer to the normal operational attitude of the turbine engine or vehicle. For example, with regard to a turbine engine, forward refers to a position closer to an engine 1 and aft refers to a position closer to an engine nozzle or exhaust.
- flame holding relates to the condition of continuous combustion of a fuel such that a flame is maintained along or near to a component, and usually a portion of the fuel orifice assembly as described herein, and “flashback” relate to a retrogression of the combustion flame in the upstream direction.
- upstream refers to a direction that is opposite the fluid flow direction
- downstream refers to a direction that is in the same direction as the fluid flow.
- forward means in front of something and "aft” or “rearward” means behind something.
- fore/forward can mean upstream and aft/rearward can mean downstream.
- fluid may be a gas or a liquid.
- fluid communication means that a fluid is capable of making the connection between the areas specified.
- radial refers to a direction away from a common center.
- radial refers to a direction along a ray extending between a center longitudinal axis of the engine and an outer engine circumference.
- Approximating language is applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it is related. Accordingly, a value modified by a term or terms, such as “about”, “approximately”, “generally”, and “substantially”, are not to be limited to the precise value specified.
- the approximating language may correspond to the precision of an instrument for measuring the value, or the precision of the methods or machines for constructing or manufacturing the components and/or systems. In at least some instances, the approximating language may correspond to the precision of an instrument for measuring the value, or the precision of the methods or machines for constructing or manufacturing the components and/or systems.
- the approximating language may refer to being within a 1, 2, 4, 5, 10, 15, or 20 percent margin in either individual values, range(s) of values and/or endpoints defining range(s) of values.
- range limitations are combined and interchanged, such ranges are identified and include all the sub-ranges contained therein unless context or language indicates otherwise.
- all ranges disclosed herein are inclusive of the endpoints, and the endpoints are independently combinable with each other.
- FIG. 1 is a schematic view of a turbine engine 10.
- the turbine engine 10 can be used within an aircraft.
- the turbine engine 10 can include, at least, a compressor section 12, a combustion section 14, and a turbine section 16.
- the compressor section 12, the combustion section 14, or the turbine section 16 can be in an axial flow arrangement.
- the compressor section 12, the combustion section 14, or the turbine section 16 can define an axially extending engine centerline.
- a drive shaft 18 rotationally couples the compressor section 12 and turbine section 16, such that rotation of one affects the rotation of the other, and defines a rotational axis 20 for the turbine engine 10.
- the compressor section 12 can include a low-pressure (LP) compressor 22, and a high-pressure (HP) compressor 24 serially fluidly coupled to one another.
- the turbine section 16 can include an HP turbine 26 and an LP turbine 28 serially fluidly coupled to one another.
- the drive shaft 18 can operatively couple the LP compressor 22, the HP compressor 24, the HP turbine 26 and the LP turbine 28 together.
- the drive shaft 18 can include an LP drive shaft (not illustrated) and an HP drive shaft (not illustrated).
- the LP drive shaft can couple the LP compressor 22 to the LP turbine 28, and the HP drive shaft can couple the HP compressor 24 to the HP turbine 26.
- An LP spool can be defined as the combination of the LP compressor 22, the LP turbine 28, and the LP drive shaft such that the rotation of the LP turbine 28 can apply a driving force to the LP drive shaft, which in turn can rotate the LP compressor 22.
- An HP spool can be defined as the combination of the HP compressor 24, the HP turbine 26, and the HP drive shaft such that the rotation of the HP turbine 26 can apply a driving force to the HP drive shaft which in turn can rotate the HP compressor 24.
- the compressor section 12 can include a plurality of axially spaced stages. Each stage includes a set of circumferentially-spaced rotating blades and a set of circumferentially-spaced stationary vanes.
- the compressor blades for a stage of the compressor section 12 can be mounted to a disk, which is mounted to the drive shaft 18. Each set of blades for a given stage can have its own disk.
- the vanes of the compressor section 12 can be mounted to a casing which can extend circumferentially about the turbine engine 10. It will be appreciated that the representation of the compressor section 12 is merely schematic and that there can be any number of stages. Further, it is contemplated, that there can be any other number of components within the compressor section 12.
- the turbine section 16 can include a plurality of axially spaced stages, with each stage having a set of circumferentially-spaced, rotating blades and a set of circumferentially-spaced, stationary vanes.
- the turbine blades for a stage of the turbine section 16 can be mounted to a disk which is mounted to the drive shaft 18.
- Each set of blades for a given stage can have its own disk.
- the vanes of the turbine section can be mounted to the casing in a circumferential manner. It is noted that there can be any number of blades, vanes and turbine stages as the illustrated turbine section is merely a schematic representation. Further, it is contemplated, that there can be any other number of components within the turbine section 16.
- the combustion section 14 can be provided serially between the compressor section 12 and the turbine section 16.
- the combustion section 14 can be fluidly coupled to at least a portion of the compressor section 12 and the turbine section 16 such that the combustion section 14 at least partially fluidly couples the compressor section 12 to the turbine section 16.
- the combustion section 14 can be fluidly coupled to the HP compressor 24 at an upstream end of the combustion section 14 and to the HP turbine 26 at a downstream end of the combustion section 14.
- ambient or atmospheric air is drawn into the compressor section 12 via a fan (not illustrated) upstream of the compressor section 12, where the air is compressed defining a pressurized air.
- the pressurized air can then flow into the combustion section 14 where the pressurized air is mixed with fuel in a fuel-air mixing assembly 100 located in a combustor 30, and ignited, thereby generating combustion gases.
- Some work is extracted from these combustion gases by the HP turbine 26, which can drive at least the HP compressor 24.
- the combustion gases are discharged into the LP turbine 28, which can extract additional work to drive the LP compressor 22, and the exhaust gas is ultimately discharged from the turbine engine 10 via an exhaust section (not illustrated) downstream of the turbine section 16.
- the driving of the LP turbine 28 can drive the LP spool to rotate the fan (not illustrated) and/or the LP compressor 22.
- the pressurized airflow and the combustion gases can together define a working airflow that flows through the fan, the compressor section 12, the combustion section 14, and the turbine section 16 of the turbine engine 10.
- FIG. 2 is a cross section of the fuel-air mixing assembly 100, which can be utilized within the combustion section 14 of FIG. 1 , for example.
- the fuel-air mixing assembly 100 can be part of a fuel nozzle located upstream and fluidly coupled to the combustion section 14 or the combustor 30.
- the fuel-air mixing assembly 100 includes at least an outer wall 102, a center body 104, an annular flow passage or air passage 106, a plurality of apertures 108, a fuel cavity 110, and a plurality of fuel orifices 112. While FIG. 2 is a schematic 2-D illustration, elements, for example, the outer wall 102, the center body 104, the air passage 106, and the fuel cavity 110, can be circumferential, circular, or annular about a center body axis or centerline 142.
- the outer wall 102 can be a combustor liner, shroud, or a mixing tube outer wall, in non-limiting examples.
- the outer wall 102 includes an outer wall inner surface 120 and an outer wall outer surface 122.
- An outer wall thickness can be defined as a distance between the outer wall inner surface 120 to the outer wall outer surface 122.
- the plurality of apertures 108 extend through the outer wall 102. That is, the plurality of apertures 108 extend from the outer wall inner surface 120 to the outer wall outer surface 122.
- the center body 104 can be at least partially circumscribed by the outer wall 102.
- the center body 104 can have a center body outer surface 124 and a center body inner surface 126.
- the center body 104 can be at least partially hollow.
- the center body 104 can extend from the outer wall 102 at a fore end or first end 128 to a second end, an aft end, or an axial end 130.
- the axial end 130 of the center body 104 can be the farthest point or end of the center body 104 extending downstream.
- the axial end 130 can be an exit plane, at which point the fuel-air mixture would exit the portion of the air passage 106 partially defined by the center body 104.
- the axial end 130 can be the end of the center body 104 that is axially downstream of the first end 128, wherein the axial end 130 is circumscribed by the outer wall 102.
- a center body length 131 can be measured axially from the first end 128 to the axial end 130.
- a recess distance 132 can be measured from the axial end 130 to a peak recess point 134.
- the recess distance 132 can be between or equal to 0.0 centimeters to 1.3 centimeters.
- the recess distance 132 can be between or equal to 0.3 centimeters to 0.9 centimeters.
- the recess distance 132 can be between or including 0% - 25% of the center body length 131 or 0% to 100% of a diameter of the center body 104 at the axial end 130. While illustrated as concave, the axial end 130 can have a shape that is concave, convex, planer, or any combination therein.
- the air passage 106 can be at least partially defined by the outer wall 102 and the center body 104.
- An inlet 107 to the air passage 106 can be located at or adjacent the first end 128 of the center body 104.
- An outlet 109 of the air passage 106 can be located at or adjacent the axial end 130 of the center body 104. More specifically, the air passage 106 can be defined by the outer wall inner surface 120 and the center body outer surface 124 or the space between the outer wall inner surface 120 and the center body outer surface 124.
- An air passage area can be defined as the area of a cross section of the air passage 106.
- the air passage area can be proportional to an air passage diameter 136, wherein the air passage diameter 136 is a distance measure from the outer wall inner surface 120 to the center body outer surface 124.
- the air passage area of the air passage 106 increases as the air passage diameter 136 increases, decreases as the air passage diameter 136 decreases, and remains constant when the air passage diameter 136 remains constant.
- the plurality of apertures 108 can extend through the outer wall 102 and fluidly couple the compressor section 12 ( FIG. 1 ) to the air passage 106. That is, an airflow of compressed air from the HP compressor 24 ( FIG. 1 ) enters the air passage 106 via the plurality of apertures 108.
- a first set of apertures 108a and a second set of apertures 108b can be defined by the plurality of apertures 108.
- the first set of apertures 108a can be circumferentially spaced and generally located at a first axial position.
- the second set of apertures 108b can be circumferentially spaced apertures and generally located at a second axial position, downstream of the first axial position relative to an airflow through the air passage 106. That is, the centerline of each aperture of the first set of apertures 108a is upstream of a centerline for each aperture of the second set of apertures 108b.
- the fuel cavity 110 is defined, at least in part, by the center body 104. That is, the center body inner surface 126 can define the fuel cavity 110. In other words, the hollow portion of the center body 104 is the fuel cavity 110. It is contemplated that the fuel cavity 110 can be a hydrogen fuel cavity where the hydrogen fuel cavity can provide hydrogen-containing fuel to at least one fuel orifice.
- the fuel cavity 110 can include at least one channel 140 (herein "channel"), which is defined within the center body 104, radially exterior of the center body inner surface 126.
- the channel 140 is fluidly coupled to the fuel cavity 110 and can extend in an aft-to-fore direction.
- a channel outer surface 146 and a channel inner surface 148 can define the channel 140.
- the channel 140 can receive fuel from the fuel cavity 110 at an inlet 144.
- the channel 140 can have one or more portions that extend towards the center body outer surface 124. Additionally, or alternatively, the channel 140 can include one or more portions that extend parallel to the center body outer surface 124 or the center body inner surface 126. It is contemplated that the channel 140 can have one or more changes in direction relative to the centerline 142 of the fuel cavity 110.
- the diameter of the channel 140 can remain constant or include one or more portions in which the diameter is changing.
- the channel 140 can extend an axial distance between 0% to 75% of the center body length 131, however it is contemplated that the channel 140 can extend an axial distance between 2% to 50% of the center body length 131.
- a protrusion 150 can be defined by the channel inner surface 148 and the center body inner surface 126.
- the protrusion 150 can have a uniform thickness.
- the protrusion 150 can have one or more portions in which the thickness changes, continuously or discretely.
- the plurality of fuel orifices 112 fluidly couple the fuel cavity 110 to the air passage 106, and more specifically, the fuel orifices 112 couple the channel 140 to the air passage 106.
- the plurality of fuel orifices 112 can be circumferentially spaced about the center body 104.
- a fuel inlet 152 can be located at the channel outer surface 146 to receive fuel from the channel 140.
- a fuel outlet 154 can be located at the center body outer surface 124 to provide fuel to the air passage 106. That is, the fuel outlet 154 opens at the center body outer surface 124 to provide fuel to the air passage 106.
- the injection diameter of the plurality of fuel orifices 112 can be constant, as illustrated, or change in one or more portions as the plurality of fuel orifices 112 extend radially outward from the fuel cavity 110 to the air passage 106. It is further contemplated that the injection diameter can vary between two or more fuel orifices of the plurality of fuel orifices 112.
- the plurality of fuel orifices 112 can be located at a third axial position, downstream of the second axial position. That is, a fuel orifice centerline 156 of the fuel outlet 154 can be located at least 0.5 centimeters from the second set of apertures 108b or an aperture centerline 157 of the second set of apertures 108b. In other words, an aperture to orifice distance 158 can be equal to or more than 0.5 centimeters. Additionally, or alternatively, the orifice distance 158 can be between or equal to 10%-95% of the center body length 131.
- a predetermined distance or fuel orifice distance 160 can be measured from the fuel orifice centerline 156 to the axial end 130.
- the fuel orifice distance 160 can be between or equal to 0.0 centimeters and 2.0 centimeters. It is contemplated that the fuel orifice distance 160 can be between or equal to 0%-50% of the center body length 131. Additionally, or alternatively, the fuel orifice distance 160 can be between or equal to 0% to 100% of the diameter of the center body 104 at the axial end 130.
- a constant cross-sectional area portion or constant area portion 162 of the air passage 106 can be located between the plurality of fuel orifices 112 and the axial end 130. That is, the air passage diameter 136 is constant between at least a first point 164 downstream of the plurality of fuel orifices 112 and a second point 166 downstream of the first point 164, wherein the second point 166 is at the axial end 130, as illustrated, or upstream of the axial end 130.
- the constant area portion 162 has a constant cross-sectional area along a predetermined portion of the center body 104, starting at the first point 164 and terminating at the axial end 130. It is contemplated that the fuel outlet 154 opens at or opens into the constant area portion 162.
- FIG. 3A illustrates a circular cross section 168 of at least one fuel orifice of the plurality of fuel orifices 112.
- one or more cross sections of the least one fuel orifice of the plurality of fuel orifices 112 can have a circular shape, wherein the circle is a perfect circle or include radius measurements within 5% of each other.
- FIG. 3B illustrates a variation of the cross section of FIG. 3A , specifically a triangular cross section 170, of at least one fuel orifice of the plurality of fuel orifices 112.
- one or more cross sections of the least one fuel orifice of the plurality of fuel orifices 112 can have a triangular shape.
- the triangular shape can be any triangle, including, but not limited to an acute triangle, a right triangle, or an obtuse triangle.
- one or more legs or angles of the triangle can be equal or have measurements within 5% of each other.
- FIG. 3C illustrates another variation of the cross section of FIG. 3A , specifically a stadium cross section 172, of at least one fuel orifice of the plurality of fuel orifices 112.
- one or more cross sections of the least one fuel orifice of the plurality of fuel orifices 112 can have a stadium shape.
- the stadium shape can also be a race track shape, a rounded rectangle, or any rectangle with chamfered corners.
- FIG. 3D illustrates yet another variation of the cross section of FIG. 3A , specifically a teardrop cross section 174, of at least one fuel orifice of the plurality of fuel orifices 112.
- one or more cross sections of the least one fuel orifice of the plurality of fuel orifices 112 can have a teardrop shape.
- the teardrop shape, or lachrymiform can have a rounded smaller portion and a rounded larger portion, as illustrated, or include a smaller pointed portion and a larger rounded portion.
- FIG. 3E illustrates still yet another variation of the cross section of FIG. 3A , specifically an elliptical section 176, of at least one fuel orifice of the plurality of fuel orifices 112.
- one or more cross sections of the least one fuel orifice of the plurality of fuel orifices 112 can have an elliptical shape.
- the elliptical shape can be an ellipse, as illustrated or sub elliptical, pyriform, oval, or any combination therein.
- one or more fuel orifices of the plurality of fuel orifices 112 can include one or more of the cross section shapes as illustrated in FIGS. 3A-3E .
- an airflow from the HP compressor 24 flows through the plurality of apertures 108 into the air passage 106.
- a steady airflow is developed in the air passage 106.
- fuel for example hydrogen-containing fuel
- Fuel in the channel 140 then flows into the plurality of fuel orifices 112 via the fuel inlet 152.
- fuel is introduced or injected to the airflow in the air passage 106.
- the fuel is introduced to the airflow in the air passage 106 in a low turbulent region, which helps to reduce flame holding.
- the plurality of fuel orifices 112 are spread circumferentially to provide uniform fuel spread, resulting in better mixing and at the same time achieving fuel penetration into the airflow such that the fuel-air mixture stays away from the outer wall 102 or the center body 104.
- the plurality of fuel orifices 112 are located 2.0 centimeters or less from the aft end of the center body 104. The location of the plurality of fuel orifices 112 helps to reduce flame holding at the center body 104 or the air passage 106.
- the air passage 106 includes the constant area portion 162 that helps to maintain high velocity of the air-fuel mixture. That is, the constant area portion 162 can maintain a high velocity of the air-fuel mixture over a longer length than existing designs for fuel-air mixing. The high velocity of the air-fuel mixture reduces flash back into the air passage 106, allowing the turbine engine 10 to utilize hydrogen-containing fuel or any other fuel that burns hotter than traditional fuels.
- the air-fuel mixture is combusted downstream of the center body 104. Due to uniform mixing of the fuel with the air, upon combustion, the temperature distribution in the combustion section 14 or the combustor 30 is more uniform, permitting the use of higher-temperature fuels, such as hydrogen, which provides for reducing or eliminating emissions, while maintaining or improving engine efficiency.
- FIG. 4 illustrates a cross section of another exemplary fuel-air mixing assembly 200.
- the fuel-air mixing assembly 200 is similar to the fuel-air mixing assembly 100 of FIG. 2 , therefore, like parts will be identified with like numerals increased by 100, with it being understood that the description of the like parts of the fuel-air mixing assembly 100 applies to the fuel-air mixing assembly 200, unless otherwise noted.
- the fuel-air mixing assembly 200 includes at least the outer wall 102, the center body 104, the air passage 106, the plurality of apertures 108, the fuel cavity 110, and a plurality of fuel orifices 212.
- the plurality of fuel orifices 212 can include a first set of fuel orifices 212a and a second set of fuel orifices 212b.
- the first set of fuel orifices 212a can be axially spaced from the second set of fuel orifices 212b. That is, the first set of fuel orifices 212a and the second set of fuel orifices 212b can be staggered axially to achieve better fuel spread and intermixing with the air supply. It is further contemplated that each of the fuel orifices within the first set of fuel orifices 212a or the second set of fuel orifices 212b can also vary in axial location in relationship to fuel orifices from the same set.
- the first set of fuel orifices 212a and the second set of fuel orifices 212b can be an axial distance between 0.0 centimeters and 2.0 centimeters from the axial end 130.
- a first outlet 254a (see FIG. 5 ) of the first set of fuel orifices 212a can be radially offset from at least one second outlet 254b (see FIG. 6 ) of the second set of fuel orifices 212b. It is contemplated that the distance between the first set of fuel orifices 212a and the second set of fuel orifices 212b can be 0-30% of the diameter of the center body 104 at the axial end 130.
- the axial staggering of the first set of fuel orifices 212a and the second set of fuel orifices 212b can further improve the distribution of fuel to the airflow in the air passage 106, and can improve mixing of the fuel and air supplies prior to a constant area portion 262.
- the outer wall inner surface 120 can include one or more bumps, projections, or protrusions, illustrated, by way of example, by a reduction portion 201.
- the reduction portion 201 can be unitarily formed with the outer wall 102.
- the reduction portion 201 can be material coupled to the outer wall inner surface 120.
- the reduction portion 201 can include a reducing cross-sectional area portion or converging portion upstream of the plurality of fuel orifices 212. Downstream of the plurality of fuel orifices 212, the reduction portion 201 can maintain the constant area portion 262, although at a smaller air passage diameter and air passage area than without the reduction portion 201.
- the reduction portion 201 can increase airflow speed at the converging portion upstream of the fuel injection and maintain that speed through the constant area portion 262 downstream of the plurality of fuel orifices 212. These higher, maintained velocities over a longer axial length for the fuel-air mixture can prevent flash back.
- the reduction portion 201 can include a converging, sloped, or angled portion that extends axially to within a distance of the fuel outlet 154 that is 10% or less of the diameter of the center body 104 at the axial end 130. Downstream of the fuel outlet 154, the reduction portion 201 can have a cylindrical or constant nominal diameter portion. Alternatively, the angled portion can extend axially to or beyond the fuel outlet 154 or axial end 130.
- center body 104 can have an increasing diameter portion, such that the center body outer surface 124 narrows or reduces the diameter of the air passage 106.
- the center body 104 can optionally include a cylindrical section 203, or constant diameter portion.
- the constant diameter portion of the center body 104 can axially overlap the converging portion or the constant nominal diameter portion of the reduction portion 201.
- the fuel outlet 154 can be located in the constant diameter portion of the center body 104. That is, the constant diameter portion of the center body 104 can extend upstream and/or downstream of the fuel outlet 154. Additionally, or alternatively the constant diameter portion of the center body 104 can extend between 10% - 100% of the center body length.
- the increasing diameter portion of the center body 104 can extend to the axial end 130. That is, it is contemplated that the increasing diameter portion of the center body 104 can be 5%-100% of the center body length.
- FIG. 5 is cross section taken along line V-V of FIG. 4 further illustrating the first set of fuel orifices 212a.
- the first set of fuel orifices 212a extend from the channel inner surface 148 to the center body outer surface 124. That is, the first set of fuel orifices 212a fluidly couple the channel 140 with the air passage 106.
- a first angle 208 can be defined as the angle between a fuel orifice centerline 256a and a vertical reference line 278a.
- the vertical reference line 278a is perpendicular to the centerline 142 of the fuel cavity 110.
- the first angle 208 can be a non-zero angle, however any angle, including zero is contemplated.
- FIG. 6 is cross section taken along line VI-VI of FIG. 4 further illustrating the second set of fuel orifices 212b.
- the second set of fuel orifices 212b extend from the channel inner surface 148 to the center body outer surface 124. That is, the second set of fuel orifices 212b fluidly couple the channel 140 with the air passage 106.
- a second angle can be defined as the angle between a fuel orifice centerline 256b and a vertical reference line 278b.
- the vertical reference line 278b is perpendicular to the centerline 142 of the fuel cavity 110 and in the same plane as the vertical reference line 278b.
- the second angle can be zero, as the fuel orifice centerline 256b is aligned with the vertical reference line 278b, such that they are shown as overlapping, however any non-zero angle is also contemplated.
- FIG. 5 and FIG. 6 illustrate, by way of example, a situation which the first outlet 254a of the first set of fuel orifices 212a is circumferentially offset from the second outlet 254b of the second set of fuel orifices 212b. Such an offset can improve uniform fuel distribution and mixing of the fuel and air.
- FIG. 7 is an alternate cross section for a plurality of fuel orifices 312.
- the plurality of fuel orifices 312 are similar to the plurality of fuel orifices 212, 212a, 212b, therefore, like parts will be identified with like numerals increased by 100, with it being understood that the description of the like parts of the plurality of fuel orifices 212, 212a, 212b applies to the plurality of fuel orifices 312.
- the plurality of fuel orifices 312 extend from the channel inner surface 148 to the center body outer surface 124. That is, the plurality of fuel orifices 312 fluidly couple the channel 140 with the air passage 106.
- An orifice angle 384 can be defined as the angle between a first radius 386 extending from the centerline 142 through an inlet 352 and a second radius 388 extending from the centerline 142 through an outlet 354. As illustrated, the orifice angle can be non-zero. In one example, the orifice angle 384 can be between or equal to -60 degrees to 60 degrees, that is 60 degrees counter clockwise to 60 degrees clockwise. It is further contemplated that the orifice angle 384 can be between 0-30 degrees, although any angle value, including zero, is also contemplated.
- the plurality of fuel orifices 312 can include at least one diverter 390.
- the at least one diverter 390 can change the direction of the flow, limit the volume of the flow, increase or decrease the speed of the flow, or change the direction of the flow, or even increase or decrease local turbulence.
- one or more valves can be included in one or more of the plurality of fuel orifices 312.
- An orifice centerline angle 385 can be measured from the first radius 386 extending from the centerline 142 through the inlet 352 and a fuel orifice centerline 356.
- the orifice centerline angle 385 can be, for example, between or equal to -60 degrees to 60 degrees. That is, the orifice centerline angle 385 can be 60 degrees counter clockwise to 60 degrees clockwise. It is further contemplated that the orifice centerline angle 385 can be between 0-30 degrees, although any angle value, including zero, is also contemplated.
- FIG. 8 illustrates a cross section of a portion of the combustion section 14 ( FIG. 1 ) further illustrating a fuel-air mixing assembly 400.
- the fuel-air mixing assembly 400 is similar to the fuel-air mixing assembly 100, 200, therefore, like parts will be identified with like numerals increased by 200, with it being understood that the description of the like parts of the fuel-air mixing assembly 100, 200 applies to the fuel-air mixing assembly 400, unless otherwise noted.
- the fuel-air mixing assembly 400 includes at least the outer wall 102, the center body 104, the air passage 106, the plurality of apertures 108, the fuel cavity 110, and a plurality of fuel orifices 412.
- the outer wall 102 includes the outer wall inner surface 120 and the outer wall outer surface 122.
- the plurality of apertures 108 extend through the outer wall 102 from the outer wall inner surface 120 to the outer wall outer surface 122.
- the center body 104 can be at least partially circumscribed by the outer wall 102, having the axial end 130 of the center body 104 as the farthest point or end of the center body 104 extending downstream within the outer wall 102.
- the fuel cavity 110 is defined, at least in part, by the center body 104.
- At least one channel 440 can extend from the fuel cavity 110 into the outer wall 102 upstream of the center body 104.
- the channel 440 can curve, bend, or otherwise include any shape that allows the channel 440 to be defined within the outer wall 102. That is, the channel 440 and the plurality of apertures 108 do not intersect.
- the channel 440 can have one or more portions that extend towards the outer wall outer surface 122. Additionally, or alternatively, the channel 440 can include one or more portions that extend parallel to the outer wall inner surface 120.
- the channel 440 can fluidly couple the fuel cavity 110 to another fuel cavity illustrated as at least one fuel tank 494.
- the fuel tank 494 is illustrated as defined by the outer wall 102, however, it is contemplated that the fuel tank 494 can be coupled to the outer wall 102.
- the plurality of fuel orifices 412 fluidly couple the fuel cavity 110 to the air passage 106. As illustrated, by way of example, the plurality of fuel orifices 412 fluidly couple the fuel tank 494 to the air passage 106.
- the plurality of fuel orifices 412 can be circumferentially spaced about the center body 104.
- a fuel inlet 452 receives fuel into at least one fuel orifice of the plurality of fuel orifices 412 from the fuel cavity 110 via the channel 440 and the fuel tank 494.
- a fuel outlet 454 can be located at the outer wall inner surface 120 to provide fuel to the air passage 106. It is contemplated that the injection diameter of the plurality of fuel orifices 412 can be constant, as illustrated, or change in one or more portions of the fuel orifice as the plurality of fuel orifices 412 extend radially outward. It is further contemplated that the injection diameter can vary between two or more fuel orifices of the plurality of fuel orifices 412.
- the channel 440 or the fuel tank 494 can be a hydrogen channel or hydrogen fuel tank where the hydrogen channel or the hydrogen fuel tank can provide hydrogen-containing fuel to at least one fuel orifice.
- an outside fuel source 413 can be coupled to the fuel tank 494.
- the outside fuel source 413 can include any number or combination of additional tanks, pump, conduits, or valves. It is contemplated that the outside fuel source 413 can be a hydrogen outside fuel source where the hydrogen outside fuel source can provide hydrogen-containing fuel to at least one fuel orifice.
- the plurality of fuel orifices 412 can be located downstream of the plurality of apertures 108. That is, a fuel orifice centerline 456 of the fuel outlet 454 can be located at least 0.5 centimeters from the plurality of apertures 108. In other words, an aperture to orifice distance 458 can be equal to or more than 0.5 centimeters. Additionally, or alternatively, the aperture to orifice distance 458 can be between or equal to 10%-95% of a center body length.
- a fuel orifice distance 460 can be measured from the fuel orifice centerline 456 to the axial end 130.
- the fuel orifice distance 460 can be between or equal to 0.0 centimeters and 2.0 centimeters. It is contemplated that the fuel orifice distance 460 can be between or equal to 0%-50% of the center body length. It is also contemplated that the fuel orifice distance 460 can be between or equal to 0%-100% of the diameter of the center body 104 measured at the axial end 130.
- a constant area portion 462 of the air passage 106 can be located between the plurality of fuel orifices 412 and the axial end 130. That is, the air passage diameter 436 is constant between at least a first point 464 downstream of the plurality of fuel orifices 112 and a second point 466 downstream of the first point 464, wherein the second point 466 is at the axial end 130, as illustrated, or upstream of the axial end 130.
- the constant area portion 462 provides for imparting a high velocity component to the mixture of air and gas emitted from the fuel orifice assembly, while the channel 440 provides for injecting fuel radially inward, as opposed to radially outward as shown FIGS. 2 and 4 .
- a radially inward injection can provide for improved fuel and air mixing prior to the constant area portion 462.
- FIG. 9 illustrates a cross section of a portion of the combustion section 14 ( FIG. 1 ) further illustrating a fuel-air mixing assembly 500.
- the fuel-air mixing assembly 500 is similar to the fuel-air mixing assembly 100, 200, 400 therefore, like parts will be identified with like numerals increased by 100 with it being understood that the description of the like parts of the fuel-air mixing assembly 100, 200, 400 applies to the fuel-air mixing assembly 500, unless otherwise noted.
- the fuel-air mixing assembly 500 includes at least the outer wall 102 with the plurality of apertures (not shown), the center body 104, the air passage 106, the fuel cavity 110, and a plurality of fuel orifices 512.
- the plurality of fuel orifices 512 include a first set of fuel orifices 512a and a second set of fuel orifices 512b.
- the first set of fuel orifices 512a pass through at least a portion of the outer wall 102.
- the first set of fuel orifices 512a fluidly couple the air passage 106 with a fuel tank (not shown) or other fuel source to provide fuel to the air passage 106.
- An inlet 552a can be fluidly coupled to an outlet 554a via the first set of fuel orifices 512a.
- the second set of fuel orifices 512b pass through a portion of the center body 104. That is, the second set of fuel orifices 512b can be radially spaced from the first set of fuel orifices 512a.
- the second set of fuel orifices 512b fluidly couple the channel 140 with the air passage 106 to provide fuel to the air passage 106, wherein the channel 140 is fluidly coupled to the fuel cavity 110.
- An inlet 552b can be fluidly coupled to an outlet 554b via the second set of fuel orifices 512b.
- the plurality of fuel orifices 512 can be located in different axial positions. That is, the first set of fuel orifices 512a can be at a different axial location that the second set of fuel orifices 512b. Additionally or alternatively, the orifices within the first or second set of fuel orifices 512a, 512b can be located at a variety of axial location, wherein the axial location is not uniform through each set.
- protrusion passages 555 can fluidly couple the channel 140 with the fuel cavity 110.
- the protrusion passages 555 can have similar characteristics to the plurality of fuel orifices 512. That is, the protrusion passages 555 can be circumferentially spaced, angled axially, or angled circumferentially. Further, the protrusion passages 555 can have any shape, including a changing shape cross section.
- the protrusion passages 555 can be at any axial location in alignment with, upstream, or downstream of the first set of fuel orifices 512a or the second set of fuel orifices 512b. Additionally or alternatively, the protrusion passages 555 can be located at a variety of axial locations with respect to other protrusion passages 555. That is, the axial location does not have to be uniform for all protrusion passages 555.
- the protrusion 150 can extend to a downstream end portion 557 of the fuel cavity 110. In this example, the protrusion passages 555 would fluidly couple the fuel cavity 110 and the channel 140.
- a fuel orifice distance 560 can be measured from a fuel orifice centerline 556 to the axial end 130 of the center body 104.
- the fuel orifice distance 560 can be between or equal to 0.0 centimeters and 2.0 centimeters. It is contemplated that the fuel orifice distance 560 can be between or equal to 0%-50% of the center body length. It is further contemplated that the fuel orifice distance 560 can be between or equal to 0%-100% of the diameter of the center body 104 at the axial end 130.
- first set of fuel orifices 512a and the second set of fuel orifices 512b do not axial align, that the distance between each orifice of the first set of fuel orifices 512a and the second set of fuel orifices 512b have a fuel orifice distance equal to or less than 2.0 centimeters or 0%-50% of the center body length.
- a constant area portion 562 of the air passage 106 can be located between the plurality of fuel orifices 512 and the axial end 130. That is, an air passage diameter 536 is constant between at least a first point 564 downstream of the plurality of fuel orifices 512 and a second point 566 downstream of the first point 564, wherein the second point 566 is at the axial end 130, as illustrated, or upstream of the axial end 130.
- one or both of the first set of fuel orifices 512a or the second set of fuel orifices 512b can be used to provide fuel to the air passage 106.
- the contribution or activation of one or more or one or more sets of the plurality of fuel orifices 512 allows for fuel injection from both the center body 104 and the outer surface or the outer wall 102.
- Providing fuel from more than one radial location can improve control of the mixing of the fuel from the plurality of fuel orifices 512 and the airflow in the air passage 106. This can improve engine response, as different fuel-air mixtures are needed during different portions of a cycle of operation of the turbine engine 10.
- FIG. 10 is cross section along line X-X of FIG. 9 at the fuel orifice centerline 556 further illustrating the first set of fuel orifices 512a and the second set of fuel orifices 512b.
- the first set of fuel orifices 512a extend through a portion of the outer wall 102 to the outer wall inner surface 120. That is, the first set of fuel orifices 512a fluidly couple the fuel source with the air passage 106.
- the second set of fuel orifices 512b extend through a portion of the center body outer surface 124 to the center body inner surface 126. That is, the second set of fuel orifices 512b fluidly couple the air passage 106 with the fuel cavity 110.
- An orifice set angle 509 can be defined as the angle between a centerline of at least one orifice of the first set of fuel orifices 512a and a centerline of at least one orifice of the second set of fuel orifices 512b, where the centerlines are drawn extending from the centerline 142 of the fuel cavity 110.
- the orifice set angle 509 can be a non-zero angle, however any angle, including zero is contemplated, which is illustrated in FIG. 11 .
- the angle need not equal between adjacent pairs of fuel orifices and that the orifices of the first set of fuel orifices 512a and the second set of fuel orifices 512b need not to be uniformly distributed about the circumference of the center body 104 or the outer wall 102.
- the protrusion passages 555 can fluidly couple the channel 140 with the fuel cavity 110.
- the protrusion passages 555 can align with one or more of the first set of fuel orifices 512a or the second set of fuel orifices 512b.
- the protrusion passages 555 can be form a non-zero angle with both the first set of fuel orifices 512a and the second set of fuel orifices 512b. That is, there can be any number of protrusion passages 555 that can be circumferentially located at any location in alignment with or between the first set of fuel orifices 512a or the second set of fuel orifices 512b.
- FIG. 12 is yet another variation of the cross section of FIG. 10 taken at the fuel orifice centerline 556 ( FIG. 9 ) further illustrating the first set of fuel orifices 512a and the second set of fuel orifices 512b.
- a first orifice angle 584a for the first set of fuel orifices 512a can be defined as the angle between a first radius 586a extending from the centerline 142 through the outlet 554a and a second radius 588a extending from the centerline 142 through the inlet 552a. As illustrated, the orifice angle can be non-zero. Any angle value, including zero, is also contemplated.
- a second orifice angle 584b for the second set of fuel orifices 512b can be defined as the angle between a first radius 586b extending from the centerline 142 through the inlet 552b and a second radius 588b extending from the centerline 142 through the outlet 554b. As illustrated, the orifice angle can be non-zero. Any angle value, including zero, is also contemplated.
- first orifice angle 584a or the second orifice angle 584b can be between or equal to -60 degrees to 60 degrees. That is, 60 degrees counter clockwise to 60 degrees clockwise. It is further contemplated that the first set of fuel orifices 512a can be between or equal to zero degrees and 30 degrees.
- a first centerline angle 585a for the first set of fuel orifices 512a can be defined as the angle between the first radius 586a extending from the centerline 142 through the outlet 554a and a first fuel orifice centerline 556a. As illustrated, the first centerline angle 585a can be non-zero. Any angle value, including zero, is also contemplated.
- a second centerline angle 585b for the second set of fuel orifices 512b can be defined as the angle between the first radius 586b extending from the centerline 142 through the inlet 552b and a second fuel orifice centerline 556b. As illustrated, the second centerline angle 585b can be non-zero. Any angle value, including zero, is also contemplated.
- first centerline angle 585a or the second centerline angle 585b can be between or equal to -60 degrees to 60 degrees. That is, 60 degrees counter clockwise to 60 degrees clockwise.
- FIG. 13 illustrates another cross section of a portion of the combustion section 14 ( FIG. 1 ) further illustrating a fuel-air mixing assembly 600.
- the fuel-air mixing assembly 600 is similar to the fuel-air mixing assembly 100, 200, 400, 500 therefore, like parts will be identified with like numerals increased by 100 with it being understood that the description of the like parts of the fuel-air mixing assembly 100, 200, 400, 500 applies to the fuel-air mixing assembly 600, unless otherwise noted.
- the fuel-air mixing assembly 600 includes at least the outer wall 102 with the plurality of apertures (not shown), the center body 104, the air passage 106, the fuel cavity 110, and a plurality of fuel orifices 612.
- the plurality of fuel orifices 612 include a first set of fuel orifices 612a and a second set of fuel orifices 612b.
- the first set of fuel orifices 612a pass through at least a portion of the outer wall 102.
- the first set of fuel orifices 612a fluidly couple the air passage 106 with a fuel tank (not shown) or other fuel source to provide fuel to the air passage 106.
- the second set of fuel orifices 612b pass through a portion of the center body 104.
- the second set of fuel orifices 612b fluidly couple the channel 140 with the air passage 106 to provide fuel to the air passage 106, wherein the channel 140 is fluidly coupled to the fuel cavity 110.
- a first angle 611 can be defined as the angle between a reference line 657 and a fuel orifice centerline 659 of at least one of the fuel orifices of the first set of fuel orifices 612a.
- the reference line 657 can be parallel to the centerline 142 of the fuel cavity 110 or the centerline of the turbine engine 10.
- the first angle 611 can be a non-zero angle, however any angle greater than zero is contemplated.
- a second angle 613 can be defined as the angle between the centerline 142 of the fuel cavity 110 and a fuel orifice centerline 661 of at least one of the fuel orifices of the second set of fuel orifices 612b. As illustrated, the second angle 613 can be a non-zero angle, however any angle greater than zero is contemplated.
- first angle 611 can be equal to or between 30 degrees to 150 degrees. It is further contemplated that the second angle 613 can be equal to or between 30 degrees to 150 degrees.
- FIG. 14 illustrates another cross section of a portion of the combustion section 14 ( FIG. 1 ) further illustrating a fuel-air mixing assembly 700.
- the fuel-air mixing assembly 700 is similar to the fuel-air mixing assembly 100, 200, 400, 500, 600 therefore, like parts will be identified with like numerals increased by 100 with it being understood that the description of the like parts of the fuel-air mixing assembly 100, 200, 400, 500, 600 applies to the fuel-air mixing assembly 700, unless otherwise noted.
- the fuel-air mixing assembly 700 includes at least the outer wall 102 with the plurality of apertures 108, the center body 104, the air passage 106, a fuel cavity 710, and a plurality of fuel orifices 712.
- a reducing cross-section area portion or reduction portion 701 can be formed with or coupled to the outer wall inner surface 120 and include a sloped or angled portion 705 that decreases the diameter of the air passage 106. Axially downstream or upstream of the angled portion 705 can be a constant area portion 762, where an air passage diameter 736 remains constant.
- the converging, sloped, or angled portion 705 can extend axially past the axial end 130. It is also contemplated that the downstream end of the angled portion 705 can be within a distance of the fuel outlet 754 that is 10% or less of the diameter of the center body 104 at the axial end 130.
- the center body 104 can have a cylindrical section 703, where a diameter 771 of the center body 104 doesn't change by more than 5%. That is, in the cylindrical section 703, the center body 104 is generally a hollow cylindrical shape. The cylindrical section 703 of the center body 104 can axially overlap the angled portion 705 the reduction portion 701.
- the fuel cavity 710 can be defined by the center body 104. That is, the fuel cavity 710 is the hollow center of the center body 104.
- a fuel inlet 752 allows fuel from the fuel cavity 710 to enter the plurality of fuel orifices 712.
- a fuel outlet 754 fluidly couples the plurality of fuel orifices 712 to the air passage 106. That is, the fuel cavity 710 is fluidly coupled to the air passage 106 via the plurality of fuel orifices 712.
- the fuel cavity 710 can include channels that fluidly couple the fuel cavity 710 to the plurality of fuel orifices 712.
- a fuel orifice centerline 756 can axially align with the angled portion 705, as illustrated. However, it is contemplated that the fuel orifice centerline 756 can also axially align with the constant area portion 762.
- a fuel orifice distance 760 can be measured from the fuel orifice centerline 756 to the axial end 130 of the center body 104. The fuel orifice distance 760 can be between or equal to 0.0 centimeters and 2.0 centimeters. It is contemplated that the fuel orifice distance 760 can be between or equal to 0%-50% of the center body length. Additionally, or alternatively, the fuel orifice distance 760 can be between or equal to 0% to 100% of the diameter of the center body 104 at the axial end 130.
- Benefits associated with the disclosure as described herein include improvement to the mixing of fuel and air in a turbine engine, especially when the fuel burns hotter than traditional fuels, which permits increase in fuel efficiency or reduction in emissions.
- the plurality of fuel orifices provide fuel to the airflow in the air passage once the airflow is established. That is, one benefit is the cross-flow fuel injection of the fuel into the airflow once the airflow is developed. Injecting fuel once airflow is developed in low turbulent region of the airflow reduces flame holding.
- the plurality of fuel orifices can include, but are not limited to, any combination of axial locations, axial angles, radial angles, diameters, or cross section shapes. Being able to customize these characteristics of each orifice of the plurality of fuel orifices provides can improve the uniformity of the fuel-air mixture .
- Another benefit can be a constant passage area in the air passage downstream of the plurality of fuel orifices.
- the constant passage area maintains well defined high velocity flow aft of injection to reduce or eliminate flame holding or flashback when using fuels such as hydrogen-containing fuels.
- the plurality of fuel orifices can inject fuel in a low turbulence region, however the axial location of the plurality of fuel orifices 2.0 centimeters or less from the axial end of the center body, can provide the additional of a shorter mixing length.
- the shorter mixing length can also reduce flame holding.
- the angle of the plurality of fuel orifices can be partially tangential to one or more portions of the airflow to improve mixing in the shortened mixing section.
- the plurality of fuel orifices can be inclined towards the axial end of the center body (or in the direction of the airflow) to allow the fuel to follow the air velocity and reduce wakes due to fuel injection itself. The reduction of the wakes reduces flash back.
- Fuel can be injected from sets of fuel orifices on both the center body and the outer wall to achieve better mixing and control the fuel, improving fuel penetration circumferentially into the airflow.
- Centrally located fuel-air mixtures helps to keep the fuel-air mixtures in the center of the air passage. Once the fuel-air mixture passes the axial end of the center body and is ignited, the centrally located fuel-air mixture provides a lifted flame. A lifted flame also reduces the chance of flame holding.
- Fuel injection from the center body and/or the outer wall can be inclined.
- one set or subset of the plurality of fuel injection orifices can be inclined, while another set remains radial.
- a turbine engine comprising an engine core comprising at least a compressor section and a combustion section in serial flow arrangement, wherein the combustion section comprises at least one fuel-air mixing assembly comprising a center body extending axially from a fore end to an aft end to define a center body axis, an outer wall spaced from and circumscribing the center body, an annular flow passage defined between the outer wall and the center body, and having an inlet at the fore end and an outlet at the aft end, with the annular flow passage having a constant cross-sectional area portion along a predetermined portion of the center body and terminating at the aft end, and at least one fuel orifice having a fuel outlet opening into the annular flow passage at a predetermined distance from the aft end of the center body.
- the center body comprises a fuel cavity and the at least one fuel orifice has a fuel inlet fluidly coupled to the fuel cavity.
- the fuel cavity comprises a channel, extending in the aft-to-fore direction, and the fuel inlet is fluidly coupled to the channel.
- the at least one fuel orifice comprises at least a first set of fuel orifices axially or radially spaced from a second set of fuel orifices.
- annular flow passage comprises a reducing cross-sectional area portion located upstream of the constant cross-sectional area portion.
- a combustor for a turbine engine, having a fuel-air mixing assembly comprising a center body extending axially from a fore end to an aft end to define a center body axis, an outer wall spaced from and circumscribing the center body, an annular flow passage defined between the outer wall and the center body, and having an inlet at the fore end and an outlet at the aft end, with the annular flow passage having a constant cross-sectional area along a predetermined portion of the center body and terminating at the aft end, and at least one fuel orifice having a fuel outlet opening into the annular flow passage at a predetermined distance from the aft end of the center body.
- the at least one fuel orifice further comprises a fuel inlet fluidly coupled to at least one of a hydrogen fuel tank, a hydrogen channel, a hydrogen fuel cavity, or a hydrogen outside fuel source.
- annular flow passage comprises a reducing cross-sectional area portion located upstream of the constant cross-sectional area portion.
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Abstract
Description
- The disclosure generally relates to a fuel-air mixing assembly of an engine, more specifically to a fuel-air mixing assembly fluidly coupled to a combustor of a turbine engine.
- Turbine engines, and particularly gas or combustion turbine engines, are rotary engines that extract energy from a flow of combusted gases passing through the engine and flowing over a multitude of airfoils, including stationary vanes and rotating turbine blades.
- Varieties of fuel for use in combustion turbine engines are being explored. Hydrogen or hydrogen mixed with another element or compound can be used for combustion, however hydrogen or a hydrogen mixed fuel can result in a higher flame temperature than traditional fuels. That is, hydrogen or a hydrogen mixed fuel typically has a wider flammable range and a faster burning velocity than traditional fuels such petroleum-based fuels, or petroleum and synthetic fuel blends. Therefore, the many of the combustion components designed for traditional fuels would not be suitable for hydrogen or hydrogen mixed fuels.
- A full and enabling disclosure, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures in which:
-
FIG. 1 is a schematic cross-sectional diagram of a turbine engine for an aircraft having a fuel-air mixing assembly in accordance with an exemplary embodiment of the present disclosure. -
FIG. 2 is a cross section-view of a portion of a combustor section of the turbine engine, further illustrating the fuel-air mixing assembly ofFIG. 1 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 3A is a cross section of at least one fuel orifice of the fuel-air mixing assembly ofFIG. 2 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 3B is a variation of the cross section ofFIG. 3A in accordance with an exemplary embodiment of the present disclosure. -
FIG. 3C is another variation of the cross section ofFIG. 3A in accordance with an exemplary embodiment of the present disclosure. -
FIG. 3D is yet another variation of the cross section ofFIG. 3A in accordance with an exemplary embodiment of the present disclosure. -
FIG. 3E is still yet another variation of the cross section ofFIG. 3A in accordance with an exemplary embodiment of the present disclosure. -
FIG. 4 is a variation of the cross section ofFIG. 2 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 5 is cross section fromFIG. 4 , further illustrating a first set of orifices in accordance with an exemplary embodiment of the present disclosure. -
FIG. 6 is cross section fromFIG. 4 , further illustrating a second set of orifices in accordance with an exemplary embodiment of the present disclosure. -
FIG. 7 is a variation of the cross section ofFIG. 4 orFIG. 5 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 8 is another variation of the cross section ofFIG. 2 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 9 is yet another variation of the cross section ofFIG. 2 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 10 is cross section fromFIG. 9 taken along a fuel orifice centerline in accordance with an exemplary embodiment of the present disclosure. -
FIG. 11 is a variation of the cross section ofFIG. 10 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 12 is another variation of the cross section ofFIG. 10 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 13 is still yet another variation of the cross section ofFIG. 2 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 14 is another variation of the cross section ofFIG. 2 in accordance with an exemplary embodiment of the present disclosure. - Aspects of the disclosure described herein are generally directed to a fuel-air mixing assembly for a turbine engine, where the fuel-air mixing assembly is fluidly coupled to or at least partially included within a combustor. The fuel-air mixing assembly is provided with a fuel containing hydrogen (hereinafter, hydrogen-containing fuel) that is mixed with at least one airflow within the fuel-air mixing assembly. Hydrogen-containing fuel typically has a wider flammable range and a faster burning velocity than traditional fuels such petroleum-based fuels or petroleum and synthetic fuel blends. The burn temperatures for hydrogen-containing fuel can be higher than the burn temperatures of traditional fuel, such that existing engine designs for traditional fuels would not be capable of operating under the heightened temperatures. The fuel-air mixing assembly, as described herein, provides a structure that is designed for the heightened temperatures of fuel such as hydrogen-containing fuel or any other fuel that burns hotter than traditional fuels. When compared to traditional fuel-air mixing assemblies, the fuel-air mixing assembly as disclosed herein includes fuel outlets that are farther downstream from air intakes. The fuel-air mixing assembly, as disclosed herein, can include at least a portion of an air passage (where the fuel and air mix) that has a constant area to maintain the velocity of the fuel-air mixture.
- In addition to higher temperatures, hydrogen-containing fuel can produce nitrogen oxides (NOx). A typical method used to reduce NOx emissions is to inject a diluent (water, steam, nitrogen) into the combustor, but this may result in reduced performance of the turbine engine. The fuel-air mixing assembly, as described herein, provides a structure to reduce NOx emissions without the use of a diluent.
- For purposes of illustration, the present disclosure will be described with respect to the turbine for an aircraft turbine engine. It will be understood, however, that aspects of the disclosure described herein are not so limited and may have general applicability within an engine, including compressors, power generation turbines, as well as in non-aircraft applications, such as other mobile applications and non-mobile industrial, commercial, and residential applications.
- Reference will now be made in detail to the combustor architecture, and in particular the fuel nozzle and swirler for providing fuel to the combustor located within a turbine engine, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerical and letter designations to refer to features in the drawings. Like or similar designations in the drawings and description have been used to refer to like or similar parts of the disclosure.
- As used herein, the terms "first", "second", and "third" may be used interchangeably to distinguish one component from another and are not intended to signify location or importance of the individual components.
- The terms "forward" and "aft" refer to relative positions within a turbine engine or vehicle, and refer to the normal operational attitude of the turbine engine or vehicle. For example, with regard to a turbine engine, forward refers to a position closer to an engine 1 and aft refers to a position closer to an engine nozzle or exhaust.
- The term "flame holding" relates to the condition of continuous combustion of a fuel such that a flame is maintained along or near to a component, and usually a portion of the fuel orifice assembly as described herein, and "flashback" relate to a retrogression of the combustion flame in the upstream direction.
- As used herein, the term "upstream" refers to a direction that is opposite the fluid flow direction, and the term "downstream" refers to a direction that is in the same direction as the fluid flow. The term "fore" or "forward" means in front of something and "aft" or "rearward" means behind something. For example, when used in terms of fluid flow, fore/forward can mean upstream and aft/rearward can mean downstream.
- The term "fluid" may be a gas or a liquid. The term "fluid communication" means that a fluid is capable of making the connection between the areas specified.
- Additionally, as used herein, the terms "radial" or "radially" refer to a direction away from a common center. For example, in the overall context of a turbine engine, radial refers to a direction along a ray extending between a center longitudinal axis of the engine and an outer engine circumference.
- The singular forms "a", "an", and "the" include plural references unless the context clearly dictates otherwise. Furthermore, as used herein, the term "set" or a "set" of elements can be any number of elements, including only one.
- All directional references (e.g., radial, axial, proximal, distal, upper, lower, upward, downward, left, right, lateral, front, back, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, aft, etc.) are used only for identification purposes to aid the reader's understanding of the present disclosure, and should not be construed as limiting, particularly as to the position, orientation, or use of aspects of the disclosure described herein. Connection references (e.g., attached, coupled, connected, and joined) are to be construed broadly and can include intermediate members between a collection of elements and relative movement between elements unless otherwise indicated. As such, connection references do not necessarily infer that two elements are directly connected and in fixed relation to one another. The exemplary drawings are for purposes of illustration only and the dimensions, positions, order and relative sizes reflected in the drawings attached hereto can vary.
- Approximating language, as used herein throughout the specification and claims, is applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it is related. Accordingly, a value modified by a term or terms, such as "about", "approximately", "generally", and "substantially", are not to be limited to the precise value specified. In at least some instances, the approximating language may correspond to the precision of an instrument for measuring the value, or the precision of the methods or machines for constructing or manufacturing the components and/or systems. In at least some instances, the approximating language may correspond to the precision of an instrument for measuring the value, or the precision of the methods or machines for constructing or manufacturing the components and/or systems. For example, the approximating language may refer to being within a 1, 2, 4, 5, 10, 15, or 20 percent margin in either individual values, range(s) of values and/or endpoints defining range(s) of values. Here and throughout the specification and claims, range limitations are combined and interchanged, such ranges are identified and include all the sub-ranges contained therein unless context or language indicates otherwise. For example, all ranges disclosed herein are inclusive of the endpoints, and the endpoints are independently combinable with each other.
-
FIG. 1 is a schematic view of aturbine engine 10. As a non-limiting example, theturbine engine 10 can be used within an aircraft. Theturbine engine 10 can include, at least, acompressor section 12, acombustion section 14, and aturbine section 16. Thecompressor section 12, thecombustion section 14, or theturbine section 16 can be in an axial flow arrangement. Thecompressor section 12, thecombustion section 14, or theturbine section 16 can define an axially extending engine centerline. Adrive shaft 18 rotationally couples thecompressor section 12 andturbine section 16, such that rotation of one affects the rotation of the other, and defines arotational axis 20 for theturbine engine 10. - The
compressor section 12 can include a low-pressure (LP)compressor 22, and a high-pressure (HP)compressor 24 serially fluidly coupled to one another. Theturbine section 16 can include anHP turbine 26 and anLP turbine 28 serially fluidly coupled to one another. Thedrive shaft 18 can operatively couple theLP compressor 22, theHP compressor 24, theHP turbine 26 and theLP turbine 28 together. Alternatively, thedrive shaft 18 can include an LP drive shaft (not illustrated) and an HP drive shaft (not illustrated). The LP drive shaft can couple theLP compressor 22 to theLP turbine 28, and the HP drive shaft can couple theHP compressor 24 to theHP turbine 26. An LP spool can be defined as the combination of theLP compressor 22, theLP turbine 28, and the LP drive shaft such that the rotation of theLP turbine 28 can apply a driving force to the LP drive shaft, which in turn can rotate theLP compressor 22. An HP spool can be defined as the combination of theHP compressor 24, theHP turbine 26, and the HP drive shaft such that the rotation of theHP turbine 26 can apply a driving force to the HP drive shaft which in turn can rotate theHP compressor 24. - The
compressor section 12 can include a plurality of axially spaced stages. Each stage includes a set of circumferentially-spaced rotating blades and a set of circumferentially-spaced stationary vanes. The compressor blades for a stage of thecompressor section 12 can be mounted to a disk, which is mounted to thedrive shaft 18. Each set of blades for a given stage can have its own disk. The vanes of thecompressor section 12 can be mounted to a casing which can extend circumferentially about theturbine engine 10. It will be appreciated that the representation of thecompressor section 12 is merely schematic and that there can be any number of stages. Further, it is contemplated, that there can be any other number of components within thecompressor section 12. - Similar to the
compressor section 12, theturbine section 16 can include a plurality of axially spaced stages, with each stage having a set of circumferentially-spaced, rotating blades and a set of circumferentially-spaced, stationary vanes. The turbine blades for a stage of theturbine section 16 can be mounted to a disk which is mounted to thedrive shaft 18. Each set of blades for a given stage can have its own disk. The vanes of the turbine section can be mounted to the casing in a circumferential manner. It is noted that there can be any number of blades, vanes and turbine stages as the illustrated turbine section is merely a schematic representation. Further, it is contemplated, that there can be any other number of components within theturbine section 16. - The
combustion section 14 can be provided serially between thecompressor section 12 and theturbine section 16. Thecombustion section 14 can be fluidly coupled to at least a portion of thecompressor section 12 and theturbine section 16 such that thecombustion section 14 at least partially fluidly couples thecompressor section 12 to theturbine section 16. As a non-limiting example, thecombustion section 14 can be fluidly coupled to theHP compressor 24 at an upstream end of thecombustion section 14 and to theHP turbine 26 at a downstream end of thecombustion section 14. - During operation of the
turbine engine 10, ambient or atmospheric air is drawn into thecompressor section 12 via a fan (not illustrated) upstream of thecompressor section 12, where the air is compressed defining a pressurized air. The pressurized air can then flow into thecombustion section 14 where the pressurized air is mixed with fuel in a fuel-air mixing assembly 100 located in acombustor 30, and ignited, thereby generating combustion gases. Some work is extracted from these combustion gases by theHP turbine 26, which can drive at least theHP compressor 24. The combustion gases are discharged into theLP turbine 28, which can extract additional work to drive theLP compressor 22, and the exhaust gas is ultimately discharged from theturbine engine 10 via an exhaust section (not illustrated) downstream of theturbine section 16. The driving of theLP turbine 28 can drive the LP spool to rotate the fan (not illustrated) and/or theLP compressor 22. The pressurized airflow and the combustion gases can together define a working airflow that flows through the fan, thecompressor section 12, thecombustion section 14, and theturbine section 16 of theturbine engine 10. -
FIG. 2 is a cross section of the fuel-air mixing assembly 100, which can be utilized within thecombustion section 14 ofFIG. 1 , for example. The fuel-air mixing assembly 100 can be part of a fuel nozzle located upstream and fluidly coupled to thecombustion section 14 or thecombustor 30. The fuel-air mixing assembly 100 includes at least anouter wall 102, acenter body 104, an annular flow passage orair passage 106, a plurality ofapertures 108, afuel cavity 110, and a plurality offuel orifices 112. WhileFIG. 2 is a schematic 2-D illustration, elements, for example, theouter wall 102, thecenter body 104, theair passage 106, and thefuel cavity 110, can be circumferential, circular, or annular about a center body axis orcenterline 142. - The
outer wall 102 can be a combustor liner, shroud, or a mixing tube outer wall, in non-limiting examples. Theouter wall 102 includes an outer wallinner surface 120 and an outer wallouter surface 122. An outer wall thickness can be defined as a distance between the outer wallinner surface 120 to the outer wallouter surface 122. The plurality ofapertures 108 extend through theouter wall 102. That is, the plurality ofapertures 108 extend from the outer wallinner surface 120 to the outer wallouter surface 122. - The
center body 104 can be at least partially circumscribed by theouter wall 102. Thecenter body 104 can have a center bodyouter surface 124 and a center bodyinner surface 126. Thecenter body 104 can be at least partially hollow. Thecenter body 104 can extend from theouter wall 102 at a fore end orfirst end 128 to a second end, an aft end, or anaxial end 130. Theaxial end 130 of thecenter body 104 can be the farthest point or end of thecenter body 104 extending downstream. Theaxial end 130 can be an exit plane, at which point the fuel-air mixture would exit the portion of theair passage 106 partially defined by thecenter body 104. Alternatively, theaxial end 130 can be the end of thecenter body 104 that is axially downstream of thefirst end 128, wherein theaxial end 130 is circumscribed by theouter wall 102. A center body length 131 can be measured axially from thefirst end 128 to theaxial end 130. - A
recess distance 132 can be measured from theaxial end 130 to apeak recess point 134. Therecess distance 132 can be between or equal to 0.0 centimeters to 1.3 centimeters. Optionally, therecess distance 132 can be between or equal to 0.3 centimeters to 0.9 centimeters. - Additionally, or alternatively, the
recess distance 132 can be between or including 0% - 25% of the center body length 131 or 0% to 100% of a diameter of thecenter body 104 at theaxial end 130. While illustrated as concave, theaxial end 130 can have a shape that is concave, convex, planer, or any combination therein. - The
air passage 106 can be at least partially defined by theouter wall 102 and thecenter body 104. Aninlet 107 to theair passage 106 can be located at or adjacent thefirst end 128 of thecenter body 104. Anoutlet 109 of theair passage 106 can be located at or adjacent theaxial end 130 of thecenter body 104. More specifically, theair passage 106 can be defined by the outer wallinner surface 120 and the center bodyouter surface 124 or the space between the outer wallinner surface 120 and the center bodyouter surface 124. An air passage area can be defined as the area of a cross section of theair passage 106. The air passage area can be proportional to anair passage diameter 136, wherein theair passage diameter 136 is a distance measure from the outer wallinner surface 120 to the center bodyouter surface 124. Optionally, the air passage area of theair passage 106 increases as theair passage diameter 136 increases, decreases as theair passage diameter 136 decreases, and remains constant when theair passage diameter 136 remains constant. - The plurality of
apertures 108 can extend through theouter wall 102 and fluidly couple the compressor section 12 (FIG. 1 ) to theair passage 106. That is, an airflow of compressed air from the HP compressor 24 (FIG. 1 ) enters theair passage 106 via the plurality ofapertures 108. A first set ofapertures 108a and a second set ofapertures 108b can be defined by the plurality ofapertures 108. The first set ofapertures 108a can be circumferentially spaced and generally located at a first axial position. The second set ofapertures 108b can be circumferentially spaced apertures and generally located at a second axial position, downstream of the first axial position relative to an airflow through theair passage 106. That is, the centerline of each aperture of the first set ofapertures 108a is upstream of a centerline for each aperture of the second set ofapertures 108b. - The
fuel cavity 110 is defined, at least in part, by thecenter body 104. That is, the center bodyinner surface 126 can define thefuel cavity 110. In other words, the hollow portion of thecenter body 104 is thefuel cavity 110. It is contemplated that thefuel cavity 110 can be a hydrogen fuel cavity where the hydrogen fuel cavity can provide hydrogen-containing fuel to at least one fuel orifice. - The
fuel cavity 110 can include at least one channel 140 (herein "channel"), which is defined within thecenter body 104, radially exterior of the center bodyinner surface 126. Thechannel 140 is fluidly coupled to thefuel cavity 110 and can extend in an aft-to-fore direction. A channelouter surface 146 and a channelinner surface 148 can define thechannel 140. Thechannel 140 can receive fuel from thefuel cavity 110 at aninlet 144. Thechannel 140 can have one or more portions that extend towards the center bodyouter surface 124. Additionally, or alternatively, thechannel 140 can include one or more portions that extend parallel to the center bodyouter surface 124 or the center bodyinner surface 126. It is contemplated that thechannel 140 can have one or more changes in direction relative to thecenterline 142 of thefuel cavity 110. It is contemplated that the diameter of thechannel 140 can remain constant or include one or more portions in which the diameter is changing. Thechannel 140 can extend an axial distance between 0% to 75% of the center body length 131, however it is contemplated that thechannel 140 can extend an axial distance between 2% to 50% of the center body length 131. - A
protrusion 150 can be defined by the channelinner surface 148 and the center bodyinner surface 126. Theprotrusion 150 can have a uniform thickness. Alternatively, theprotrusion 150 can have one or more portions in which the thickness changes, continuously or discretely. - The plurality of
fuel orifices 112 fluidly couple thefuel cavity 110 to theair passage 106, and more specifically, thefuel orifices 112 couple thechannel 140 to theair passage 106. The plurality offuel orifices 112 can be circumferentially spaced about thecenter body 104. Afuel inlet 152 can be located at the channelouter surface 146 to receive fuel from thechannel 140. Afuel outlet 154 can be located at the center bodyouter surface 124 to provide fuel to theair passage 106. That is, thefuel outlet 154 opens at the center bodyouter surface 124 to provide fuel to theair passage 106. It is contemplated that the injection diameter of the plurality offuel orifices 112 can be constant, as illustrated, or change in one or more portions as the plurality offuel orifices 112 extend radially outward from thefuel cavity 110 to theair passage 106. It is further contemplated that the injection diameter can vary between two or more fuel orifices of the plurality offuel orifices 112. - The plurality of
fuel orifices 112 can be located at a third axial position, downstream of the second axial position. That is, afuel orifice centerline 156 of thefuel outlet 154 can be located at least 0.5 centimeters from the second set ofapertures 108b or anaperture centerline 157 of the second set ofapertures 108b. In other words, an aperture toorifice distance 158 can be equal to or more than 0.5 centimeters. Additionally, or alternatively, theorifice distance 158 can be between or equal to 10%-95% of the center body length 131. - A predetermined distance or
fuel orifice distance 160 can be measured from thefuel orifice centerline 156 to theaxial end 130. Thefuel orifice distance 160 can be between or equal to 0.0 centimeters and 2.0 centimeters. It is contemplated that thefuel orifice distance 160 can be between or equal to 0%-50% of the center body length 131. Additionally, or alternatively, thefuel orifice distance 160 can be between or equal to 0% to 100% of the diameter of thecenter body 104 at theaxial end 130. - A constant cross-sectional area portion or
constant area portion 162 of theair passage 106 can be located between the plurality offuel orifices 112 and theaxial end 130. That is, theair passage diameter 136 is constant between at least afirst point 164 downstream of the plurality offuel orifices 112 and asecond point 166 downstream of thefirst point 164, wherein thesecond point 166 is at theaxial end 130, as illustrated, or upstream of theaxial end 130. Stated another way, theconstant area portion 162 has a constant cross-sectional area along a predetermined portion of thecenter body 104, starting at thefirst point 164 and terminating at theaxial end 130. It is contemplated that thefuel outlet 154 opens at or opens into theconstant area portion 162. -
FIG. 3A illustrates acircular cross section 168 of at least one fuel orifice of the plurality offuel orifices 112. As illustrated, by way of example, one or more cross sections of the least one fuel orifice of the plurality offuel orifices 112 can have a circular shape, wherein the circle is a perfect circle or include radius measurements within 5% of each other. -
FIG. 3B illustrates a variation of the cross section ofFIG. 3A , specifically atriangular cross section 170, of at least one fuel orifice of the plurality offuel orifices 112. As illustrated, by way of example, one or more cross sections of the least one fuel orifice of the plurality offuel orifices 112 can have a triangular shape. The triangular shape can be any triangle, including, but not limited to an acute triangle, a right triangle, or an obtuse triangle. Optionally, one or more legs or angles of the triangle can be equal or have measurements within 5% of each other. -
FIG. 3C illustrates another variation of the cross section ofFIG. 3A , specifically astadium cross section 172, of at least one fuel orifice of the plurality offuel orifices 112. As illustrated, by way of example, one or more cross sections of the least one fuel orifice of the plurality offuel orifices 112 can have a stadium shape. The stadium shape can also be a race track shape, a rounded rectangle, or any rectangle with chamfered corners. -
FIG. 3D illustrates yet another variation of the cross section ofFIG. 3A , specifically ateardrop cross section 174, of at least one fuel orifice of the plurality offuel orifices 112. As illustrated, by way of example, one or more cross sections of the least one fuel orifice of the plurality offuel orifices 112 can have a teardrop shape. The teardrop shape, or lachrymiform, can have a rounded smaller portion and a rounded larger portion, as illustrated, or include a smaller pointed portion and a larger rounded portion. -
FIG. 3E illustrates still yet another variation of the cross section ofFIG. 3A , specifically anelliptical section 176, of at least one fuel orifice of the plurality offuel orifices 112. As illustrated, by way of example, one or more cross sections of the least one fuel orifice of the plurality offuel orifices 112 can have an elliptical shape. The elliptical shape can be an ellipse, as illustrated or sub elliptical, pyriform, oval, or any combination therein. - It is contemplated that one or more fuel orifices of the plurality of
fuel orifices 112 can include one or more of the cross section shapes as illustrated inFIGS. 3A-3E . - Referring again to
FIG. 1 andFIG. 2 , in operation, an airflow from theHP compressor 24 flows through the plurality ofapertures 108 into theair passage 106. A steady airflow is developed in theair passage 106. Once the steady airflow is established, fuel, for example hydrogen-containing fuel, from thefuel cavity 110 flows into thechannel 140 via theinlet 144. Fuel in thechannel 140 then flows into the plurality offuel orifices 112 via thefuel inlet 152. At thefuel outlet 154 fuel is introduced or injected to the airflow in theair passage 106. The fuel is introduced to the airflow in theair passage 106 in a low turbulent region, which helps to reduce flame holding. The plurality offuel orifices 112 are spread circumferentially to provide uniform fuel spread, resulting in better mixing and at the same time achieving fuel penetration into the airflow such that the fuel-air mixture stays away from theouter wall 102 or thecenter body 104. - The plurality of
fuel orifices 112 are located 2.0 centimeters or less from the aft end of thecenter body 104. The location of the plurality offuel orifices 112 helps to reduce flame holding at thecenter body 104 or theair passage 106. - The
air passage 106 includes theconstant area portion 162 that helps to maintain high velocity of the air-fuel mixture. That is, theconstant area portion 162 can maintain a high velocity of the air-fuel mixture over a longer length than existing designs for fuel-air mixing. The high velocity of the air-fuel mixture reduces flash back into theair passage 106, allowing theturbine engine 10 to utilize hydrogen-containing fuel or any other fuel that burns hotter than traditional fuels. - The air-fuel mixture is combusted downstream of the
center body 104. Due to uniform mixing of the fuel with the air, upon combustion, the temperature distribution in thecombustion section 14 or thecombustor 30 is more uniform, permitting the use of higher-temperature fuels, such as hydrogen, which provides for reducing or eliminating emissions, while maintaining or improving engine efficiency. -
FIG. 4 illustrates a cross section of another exemplary fuel-air mixing assembly 200. The fuel-air mixing assembly 200 is similar to the fuel-air mixing assembly 100 ofFIG. 2 , therefore, like parts will be identified with like numerals increased by 100, with it being understood that the description of the like parts of the fuel-air mixing assembly 100 applies to the fuel-air mixing assembly 200, unless otherwise noted. The fuel-air mixing assembly 200 includes at least theouter wall 102, thecenter body 104, theair passage 106, the plurality ofapertures 108, thefuel cavity 110, and a plurality offuel orifices 212. - The plurality of
fuel orifices 212 can include a first set offuel orifices 212a and a second set offuel orifices 212b. The first set offuel orifices 212a can be axially spaced from the second set offuel orifices 212b. That is, the first set offuel orifices 212a and the second set offuel orifices 212b can be staggered axially to achieve better fuel spread and intermixing with the air supply. It is further contemplated that each of the fuel orifices within the first set offuel orifices 212a or the second set offuel orifices 212b can also vary in axial location in relationship to fuel orifices from the same set. - The first set of
fuel orifices 212a and the second set offuel orifices 212b can be an axial distance between 0.0 centimeters and 2.0 centimeters from theaxial end 130. Afirst outlet 254a (seeFIG. 5 ) of the first set offuel orifices 212a can be radially offset from at least onesecond outlet 254b (seeFIG. 6 ) of the second set offuel orifices 212b. It is contemplated that the distance between the first set offuel orifices 212a and the second set offuel orifices 212b can be 0-30% of the diameter of thecenter body 104 at theaxial end 130. - The axial staggering of the first set of
fuel orifices 212a and the second set offuel orifices 212b can further improve the distribution of fuel to the airflow in theair passage 106, and can improve mixing of the fuel and air supplies prior to aconstant area portion 262. - Optionally, the outer wall
inner surface 120 can include one or more bumps, projections, or protrusions, illustrated, by way of example, by areduction portion 201. Thereduction portion 201 can be unitarily formed with theouter wall 102. Alternatively, thereduction portion 201 can be material coupled to the outer wallinner surface 120. Thereduction portion 201 can include a reducing cross-sectional area portion or converging portion upstream of the plurality offuel orifices 212. Downstream of the plurality offuel orifices 212, thereduction portion 201 can maintain theconstant area portion 262, although at a smaller air passage diameter and air passage area than without thereduction portion 201. Thereduction portion 201 can increase airflow speed at the converging portion upstream of the fuel injection and maintain that speed through theconstant area portion 262 downstream of the plurality offuel orifices 212. These higher, maintained velocities over a longer axial length for the fuel-air mixture can prevent flash back. - It is contemplated that the
reduction portion 201 can include a converging, sloped, or angled portion that extends axially to within a distance of thefuel outlet 154 that is 10% or less of the diameter of thecenter body 104 at theaxial end 130. Downstream of thefuel outlet 154, thereduction portion 201 can have a cylindrical or constant nominal diameter portion. Alternatively, the angled portion can extend axially to or beyond thefuel outlet 154 oraxial end 130. - It is contemplated that the
center body 104, as illustrated, can have an increasing diameter portion, such that the center bodyouter surface 124 narrows or reduces the diameter of theair passage 106. - Alternatively, it is further contemplated that the
center body 104 can optionally include acylindrical section 203, or constant diameter portion. The constant diameter portion of thecenter body 104 can axially overlap the converging portion or the constant nominal diameter portion of thereduction portion 201. It is also contemplated that thefuel outlet 154 can be located in the constant diameter portion of thecenter body 104. That is, the constant diameter portion of thecenter body 104 can extend upstream and/or downstream of thefuel outlet 154. Additionally, or alternatively the constant diameter portion of thecenter body 104 can extend between 10% - 100% of the center body length. - It is further contemplated that the increasing diameter portion of the
center body 104 can extend to theaxial end 130. That is, it is contemplated that the increasing diameter portion of thecenter body 104 can be 5%-100% of the center body length. -
FIG. 5 is cross section taken along line V-V ofFIG. 4 further illustrating the first set offuel orifices 212a. The first set offuel orifices 212a extend from the channelinner surface 148 to the center bodyouter surface 124. That is, the first set offuel orifices 212a fluidly couple thechannel 140 with theair passage 106. Afirst angle 208 can be defined as the angle between afuel orifice centerline 256a and avertical reference line 278a. Thevertical reference line 278a is perpendicular to thecenterline 142 of thefuel cavity 110. As illustrated, thefirst angle 208 can be a non-zero angle, however any angle, including zero is contemplated. -
FIG. 6 is cross section taken along line VI-VI ofFIG. 4 further illustrating the second set offuel orifices 212b. The second set offuel orifices 212b extend from the channelinner surface 148 to the center bodyouter surface 124. That is, the second set offuel orifices 212b fluidly couple thechannel 140 with theair passage 106. A second angle can be defined as the angle between afuel orifice centerline 256b and avertical reference line 278b. Thevertical reference line 278b is perpendicular to thecenterline 142 of thefuel cavity 110 and in the same plane as thevertical reference line 278b. As illustrated, the second angle can be zero, as thefuel orifice centerline 256b is aligned with thevertical reference line 278b, such that they are shown as overlapping, however any non-zero angle is also contemplated. -
FIG. 5 and FIG. 6 illustrate, by way of example, a situation which thefirst outlet 254a of the first set offuel orifices 212a is circumferentially offset from thesecond outlet 254b of the second set offuel orifices 212b. Such an offset can improve uniform fuel distribution and mixing of the fuel and air. -
FIG. 7 is an alternate cross section for a plurality offuel orifices 312. The plurality offuel orifices 312 are similar to the plurality offuel orifices fuel orifices fuel orifices 312. - The plurality of
fuel orifices 312 extend from the channelinner surface 148 to the center bodyouter surface 124. That is, the plurality offuel orifices 312 fluidly couple thechannel 140 with theair passage 106. Anorifice angle 384 can be defined as the angle between afirst radius 386 extending from thecenterline 142 through aninlet 352 and asecond radius 388 extending from thecenterline 142 through anoutlet 354. As illustrated, the orifice angle can be non-zero. In one example, theorifice angle 384 can be between or equal to -60 degrees to 60 degrees, that is 60 degrees counter clockwise to 60 degrees clockwise. It is further contemplated that theorifice angle 384 can be between 0-30 degrees, although any angle value, including zero, is also contemplated. - It is contemplated that the plurality of
fuel orifices 312 can include at least onediverter 390. The at least onediverter 390 can change the direction of the flow, limit the volume of the flow, increase or decrease the speed of the flow, or change the direction of the flow, or even increase or decrease local turbulence. Additionally, one or more valves (not show) can be included in one or more of the plurality offuel orifices 312. - An
orifice centerline angle 385 can be measured from thefirst radius 386 extending from thecenterline 142 through theinlet 352 and afuel orifice centerline 356. Theorifice centerline angle 385 can be, for example, between or equal to -60 degrees to 60 degrees. That is, theorifice centerline angle 385 can be 60 degrees counter clockwise to 60 degrees clockwise. It is further contemplated that theorifice centerline angle 385 can be between 0-30 degrees, although any angle value, including zero, is also contemplated. -
FIG. 8 illustrates a cross section of a portion of the combustion section 14 (FIG. 1 ) further illustrating a fuel-air mixing assembly 400. The fuel-air mixing assembly 400 is similar to the fuel-air mixing assembly air mixing assembly air mixing assembly 400, unless otherwise noted. The fuel-air mixing assembly 400 includes at least theouter wall 102, thecenter body 104, theair passage 106, the plurality ofapertures 108, thefuel cavity 110, and a plurality offuel orifices 412. - The
outer wall 102 includes the outer wallinner surface 120 and the outer wallouter surface 122. The plurality ofapertures 108 extend through theouter wall 102 from the outer wallinner surface 120 to the outer wallouter surface 122. - The
center body 104 can be at least partially circumscribed by theouter wall 102, having theaxial end 130 of thecenter body 104 as the farthest point or end of thecenter body 104 extending downstream within theouter wall 102. Thefuel cavity 110 is defined, at least in part, by thecenter body 104. - At least one channel 440 (herein "channel") can extend from the
fuel cavity 110 into theouter wall 102 upstream of thecenter body 104. Thechannel 440 can curve, bend, or otherwise include any shape that allows thechannel 440 to be defined within theouter wall 102. That is, thechannel 440 and the plurality ofapertures 108 do not intersect. Thechannel 440 can have one or more portions that extend towards the outer wallouter surface 122. Additionally, or alternatively, thechannel 440 can include one or more portions that extend parallel to the outer wallinner surface 120. Thechannel 440 can fluidly couple thefuel cavity 110 to another fuel cavity illustrated as at least onefuel tank 494. Thefuel tank 494 is illustrated as defined by theouter wall 102, however, it is contemplated that thefuel tank 494 can be coupled to theouter wall 102. - The plurality of
fuel orifices 412 fluidly couple thefuel cavity 110 to theair passage 106. As illustrated, by way of example, the plurality offuel orifices 412 fluidly couple thefuel tank 494 to theair passage 106. The plurality offuel orifices 412 can be circumferentially spaced about thecenter body 104. Afuel inlet 452 receives fuel into at least one fuel orifice of the plurality offuel orifices 412 from thefuel cavity 110 via thechannel 440 and thefuel tank 494. - A
fuel outlet 454 can be located at the outer wallinner surface 120 to provide fuel to theair passage 106. It is contemplated that the injection diameter of the plurality offuel orifices 412 can be constant, as illustrated, or change in one or more portions of the fuel orifice as the plurality offuel orifices 412 extend radially outward. It is further contemplated that the injection diameter can vary between two or more fuel orifices of the plurality offuel orifices 412. - It is contemplated that the
channel 440 or thefuel tank 494 can be a hydrogen channel or hydrogen fuel tank where the hydrogen channel or the hydrogen fuel tank can provide hydrogen-containing fuel to at least one fuel orifice. - In addition to or in place of the
channel 440, anoutside fuel source 413 can be coupled to thefuel tank 494. Theoutside fuel source 413 can include any number or combination of additional tanks, pump, conduits, or valves. It is contemplated that theoutside fuel source 413 can be a hydrogen outside fuel source where the hydrogen outside fuel source can provide hydrogen-containing fuel to at least one fuel orifice. - The plurality of
fuel orifices 412 can be located downstream of the plurality ofapertures 108. That is, afuel orifice centerline 456 of thefuel outlet 454 can be located at least 0.5 centimeters from the plurality ofapertures 108. In other words, an aperture toorifice distance 458 can be equal to or more than 0.5 centimeters. Additionally, or alternatively, the aperture toorifice distance 458 can be between or equal to 10%-95% of a center body length. - A
fuel orifice distance 460 can be measured from thefuel orifice centerline 456 to theaxial end 130. Thefuel orifice distance 460 can be between or equal to 0.0 centimeters and 2.0 centimeters. It is contemplated that thefuel orifice distance 460 can be between or equal to 0%-50% of the center body length. It is also contemplated that thefuel orifice distance 460 can be between or equal to 0%-100% of the diameter of thecenter body 104 measured at theaxial end 130. - A
constant area portion 462 of theair passage 106 can be located between the plurality offuel orifices 412 and theaxial end 130. That is, theair passage diameter 436 is constant between at least afirst point 464 downstream of the plurality offuel orifices 112 and asecond point 466 downstream of thefirst point 464, wherein thesecond point 466 is at theaxial end 130, as illustrated, or upstream of theaxial end 130. - The
constant area portion 462 provides for imparting a high velocity component to the mixture of air and gas emitted from the fuel orifice assembly, while thechannel 440 provides for injecting fuel radially inward, as opposed to radially outward as shownFIGS. 2 and4 . A radially inward injection can provide for improved fuel and air mixing prior to theconstant area portion 462. -
FIG. 9 illustrates a cross section of a portion of the combustion section 14 (FIG. 1 ) further illustrating a fuel-air mixing assembly 500. The fuel-air mixing assembly 500 is similar to the fuel-air mixing assembly air mixing assembly air mixing assembly 500, unless otherwise noted. The fuel-air mixing assembly 500 includes at least theouter wall 102 with the plurality of apertures (not shown), thecenter body 104, theair passage 106, thefuel cavity 110, and a plurality offuel orifices 512. - The plurality of
fuel orifices 512 include a first set offuel orifices 512a and a second set offuel orifices 512b. The first set offuel orifices 512a pass through at least a portion of theouter wall 102. The first set offuel orifices 512a fluidly couple theair passage 106 with a fuel tank (not shown) or other fuel source to provide fuel to theair passage 106. Aninlet 552a can be fluidly coupled to anoutlet 554a via the first set offuel orifices 512a. - The second set of
fuel orifices 512b pass through a portion of thecenter body 104. That is, the second set offuel orifices 512b can be radially spaced from the first set offuel orifices 512a. The second set offuel orifices 512b fluidly couple thechannel 140 with theair passage 106 to provide fuel to theair passage 106, wherein thechannel 140 is fluidly coupled to thefuel cavity 110. Aninlet 552b can be fluidly coupled to anoutlet 554b via the second set offuel orifices 512b. - The plurality of
fuel orifices 512 can be located in different axial positions. That is, the first set offuel orifices 512a can be at a different axial location that the second set offuel orifices 512b. Additionally or alternatively, the orifices within the first or second set offuel orifices - Optionally,
protrusion passages 555 can fluidly couple thechannel 140 with thefuel cavity 110. Theprotrusion passages 555 can have similar characteristics to the plurality offuel orifices 512. That is, theprotrusion passages 555 can be circumferentially spaced, angled axially, or angled circumferentially. Further, theprotrusion passages 555 can have any shape, including a changing shape cross section. - While illustrated as axially aligned with the second set of
fuel orifices 512b, it is contemplated that theprotrusion passages 555 can be at any axial location in alignment with, upstream, or downstream of the first set offuel orifices 512a or the second set offuel orifices 512b. Additionally or alternatively, theprotrusion passages 555 can be located at a variety of axial locations with respect toother protrusion passages 555. That is, the axial location does not have to be uniform for allprotrusion passages 555. Optionally, theprotrusion 150 can extend to adownstream end portion 557 of thefuel cavity 110. In this example, theprotrusion passages 555 would fluidly couple thefuel cavity 110 and thechannel 140. - A
fuel orifice distance 560 can be measured from afuel orifice centerline 556 to theaxial end 130 of thecenter body 104. Thefuel orifice distance 560 can be between or equal to 0.0 centimeters and 2.0 centimeters. It is contemplated that thefuel orifice distance 560 can be between or equal to 0%-50% of the center body length. It is further contemplated that thefuel orifice distance 560 can be between or equal to 0%-100% of the diameter of thecenter body 104 at theaxial end 130. - It is contemplated that even if the first set of
fuel orifices 512a and the second set offuel orifices 512b do not axial align, that the distance between each orifice of the first set offuel orifices 512a and the second set offuel orifices 512b have a fuel orifice distance equal to or less than 2.0 centimeters or 0%-50% of the center body length. - A
constant area portion 562 of theair passage 106 can be located between the plurality offuel orifices 512 and theaxial end 130. That is, anair passage diameter 536 is constant between at least afirst point 564 downstream of the plurality offuel orifices 512 and asecond point 566 downstream of thefirst point 564, wherein thesecond point 566 is at theaxial end 130, as illustrated, or upstream of theaxial end 130. - In operation, one or both of the first set of
fuel orifices 512a or the second set offuel orifices 512b can be used to provide fuel to theair passage 106. The contribution or activation of one or more or one or more sets of the plurality offuel orifices 512 allows for fuel injection from both thecenter body 104 and the outer surface or theouter wall 102. Providing fuel from more than one radial location can improve control of the mixing of the fuel from the plurality offuel orifices 512 and the airflow in theair passage 106. This can improve engine response, as different fuel-air mixtures are needed during different portions of a cycle of operation of theturbine engine 10. - Similarly, when fuel is from the plurality of
fuel orifices 512 on thecenter body 104 and theouter wall 102 is provided to an airflow in theair passage 106, there is better fuel penetration circumferentially, as the fuel is added radially from the outside and inside of the airflow. This helps to keep the fuel-air mixture in the center of theair passage 106. When the fuel-air mixture is centered in theair passage 106, when the fuel-air mixture is ignited downstream of thecenter body 104, a lifted flame is provided. That is, the flame is spaced from thecenter body 104. Having a lifted flame further prevents flame holding and flashback. -
FIG. 10 is cross section along line X-X ofFIG. 9 at thefuel orifice centerline 556 further illustrating the first set offuel orifices 512a and the second set offuel orifices 512b. The first set offuel orifices 512a extend through a portion of theouter wall 102 to the outer wallinner surface 120. That is, the first set offuel orifices 512a fluidly couple the fuel source with theair passage 106. The second set offuel orifices 512b extend through a portion of the center bodyouter surface 124 to the center bodyinner surface 126. That is, the second set offuel orifices 512b fluidly couple theair passage 106 with thefuel cavity 110. An orifice setangle 509 can be defined as the angle between a centerline of at least one orifice of the first set offuel orifices 512a and a centerline of at least one orifice of the second set offuel orifices 512b, where the centerlines are drawn extending from thecenterline 142 of thefuel cavity 110. As illustrated, the orifice setangle 509 can be a non-zero angle, however any angle, including zero is contemplated, which is illustrated inFIG. 11 . It is contemplated that the angle need not equal between adjacent pairs of fuel orifices and that the orifices of the first set offuel orifices 512a and the second set offuel orifices 512b need not to be uniformly distributed about the circumference of thecenter body 104 or theouter wall 102. - Optionally, the
protrusion passages 555 can fluidly couple thechannel 140 with thefuel cavity 110. Theprotrusion passages 555 can align with one or more of the first set offuel orifices 512a or the second set offuel orifices 512b. Alternatively, theprotrusion passages 555 can be form a non-zero angle with both the first set offuel orifices 512a and the second set offuel orifices 512b. That is, there can be any number ofprotrusion passages 555 that can be circumferentially located at any location in alignment with or between the first set offuel orifices 512a or the second set offuel orifices 512b. -
FIG. 12 is yet another variation of the cross section ofFIG. 10 taken at the fuel orifice centerline 556 (FIG. 9 ) further illustrating the first set offuel orifices 512a and the second set offuel orifices 512b. - A
first orifice angle 584a for the first set offuel orifices 512a can be defined as the angle between afirst radius 586a extending from thecenterline 142 through theoutlet 554a and asecond radius 588a extending from thecenterline 142 through theinlet 552a. As illustrated, the orifice angle can be non-zero. Any angle value, including zero, is also contemplated. - A
second orifice angle 584b for the second set offuel orifices 512b can be defined as the angle between afirst radius 586b extending from thecenterline 142 through theinlet 552b and asecond radius 588b extending from thecenterline 142 through theoutlet 554b. As illustrated, the orifice angle can be non-zero. Any angle value, including zero, is also contemplated. - As illustrated, by way of example, the clockwise or counter clockwise angle of the first set of
fuel orifices 512a can be opposite that of the second set offuel orifices 512b. It is contemplated thatfirst orifice angle 584a or thesecond orifice angle 584b can be between or equal to -60 degrees to 60 degrees. That is, 60 degrees counter clockwise to 60 degrees clockwise. It is further contemplated that the first set offuel orifices 512a can be between or equal to zero degrees and 30 degrees. - A
first centerline angle 585a for the first set offuel orifices 512a can be defined as the angle between thefirst radius 586a extending from thecenterline 142 through theoutlet 554a and a firstfuel orifice centerline 556a. As illustrated, thefirst centerline angle 585a can be non-zero. Any angle value, including zero, is also contemplated. - A
second centerline angle 585b for the second set offuel orifices 512b can be defined as the angle between thefirst radius 586b extending from thecenterline 142 through theinlet 552b and a secondfuel orifice centerline 556b. As illustrated, thesecond centerline angle 585b can be non-zero. Any angle value, including zero, is also contemplated. - As illustrated, by way of example, the clockwise or counter clockwise centerline angle of the first set of
fuel orifices 512a can be opposite that of the second set offuel orifices 512b. It is contemplated thatfirst centerline angle 585a or thesecond centerline angle 585b can be between or equal to -60 degrees to 60 degrees. That is, 60 degrees counter clockwise to 60 degrees clockwise. -
FIG. 13 illustrates another cross section of a portion of the combustion section 14 (FIG. 1 ) further illustrating a fuel-air mixing assembly 600. The fuel-air mixing assembly 600 is similar to the fuel-air mixing assembly air mixing assembly air mixing assembly 600, unless otherwise noted. The fuel-air mixing assembly 600 includes at least theouter wall 102 with the plurality of apertures (not shown), thecenter body 104, theair passage 106, thefuel cavity 110, and a plurality offuel orifices 612. - The plurality of
fuel orifices 612 include a first set offuel orifices 612a and a second set offuel orifices 612b. The first set offuel orifices 612a pass through at least a portion of theouter wall 102. The first set offuel orifices 612a fluidly couple theair passage 106 with a fuel tank (not shown) or other fuel source to provide fuel to theair passage 106. - The second set of
fuel orifices 612b pass through a portion of thecenter body 104. The second set offuel orifices 612b fluidly couple thechannel 140 with theair passage 106 to provide fuel to theair passage 106, wherein thechannel 140 is fluidly coupled to thefuel cavity 110. - A
first angle 611 can be defined as the angle between areference line 657 and afuel orifice centerline 659 of at least one of the fuel orifices of the first set offuel orifices 612a. Thereference line 657 can be parallel to thecenterline 142 of thefuel cavity 110 or the centerline of theturbine engine 10. As illustrated, thefirst angle 611 can be a non-zero angle, however any angle greater than zero is contemplated. - A
second angle 613 can be defined as the angle between thecenterline 142 of thefuel cavity 110 and afuel orifice centerline 661 of at least one of the fuel orifices of the second set offuel orifices 612b. As illustrated, thesecond angle 613 can be a non-zero angle, however any angle greater than zero is contemplated. - It is contemplated that the
first angle 611 can be equal to or between 30 degrees to 150 degrees. It is further contemplated that thesecond angle 613 can be equal to or between 30 degrees to 150 degrees. -
FIG. 14 illustrates another cross section of a portion of the combustion section 14 (FIG. 1 ) further illustrating a fuel-air mixing assembly 700. The fuel-air mixing assembly 700 is similar to the fuel-air mixing assembly air mixing assembly air mixing assembly 700, unless otherwise noted. The fuel-air mixing assembly 700 includes at least theouter wall 102 with the plurality ofapertures 108, thecenter body 104, theair passage 106, afuel cavity 710, and a plurality offuel orifices 712. - A reducing cross-section area portion or
reduction portion 701 can be formed with or coupled to the outer wallinner surface 120 and include a sloped orangled portion 705 that decreases the diameter of theair passage 106. Axially downstream or upstream of theangled portion 705 can be a constant area portion 762, where anair passage diameter 736 remains constant. - While illustrated as a portion of the outer wall
inner surface 120, it is contemplated that the converging, sloped, orangled portion 705 can extend axially past theaxial end 130. It is also contemplated that the downstream end of theangled portion 705 can be within a distance of thefuel outlet 754 that is 10% or less of the diameter of thecenter body 104 at theaxial end 130. - It is contemplated that the
center body 104, as illustrated, can have acylindrical section 703, where adiameter 771 of thecenter body 104 doesn't change by more than 5%. That is, in thecylindrical section 703, thecenter body 104 is generally a hollow cylindrical shape. Thecylindrical section 703 of thecenter body 104 can axially overlap theangled portion 705 thereduction portion 701. - The
fuel cavity 710 can be defined by thecenter body 104. That is, thefuel cavity 710 is the hollow center of thecenter body 104. Afuel inlet 752 allows fuel from thefuel cavity 710 to enter the plurality offuel orifices 712. Afuel outlet 754 fluidly couples the plurality offuel orifices 712 to theair passage 106. That is, thefuel cavity 710 is fluidly coupled to theair passage 106 via the plurality offuel orifices 712. Optionally, thefuel cavity 710 can include channels that fluidly couple thefuel cavity 710 to the plurality offuel orifices 712. - A
fuel orifice centerline 756 can axially align with theangled portion 705, as illustrated. However, it is contemplated that thefuel orifice centerline 756 can also axially align with the constant area portion 762. Afuel orifice distance 760 can be measured from thefuel orifice centerline 756 to theaxial end 130 of thecenter body 104. Thefuel orifice distance 760 can be between or equal to 0.0 centimeters and 2.0 centimeters. It is contemplated that thefuel orifice distance 760 can be between or equal to 0%-50% of the center body length. Additionally, or alternatively, thefuel orifice distance 760 can be between or equal to 0% to 100% of the diameter of thecenter body 104 at theaxial end 130. - Benefits associated with the disclosure as described herein include improvement to the mixing of fuel and air in a turbine engine, especially when the fuel burns hotter than traditional fuels, which permits increase in fuel efficiency or reduction in emissions.
- The plurality of fuel orifices provide fuel to the airflow in the air passage once the airflow is established. That is, one benefit is the cross-flow fuel injection of the fuel into the airflow once the airflow is developed. Injecting fuel once airflow is developed in low turbulent region of the airflow reduces flame holding.
- The plurality of fuel orifices can include, but are not limited to, any combination of axial locations, axial angles, radial angles, diameters, or cross section shapes. Being able to customize these characteristics of each orifice of the plurality of fuel orifices provides can improve the uniformity of the fuel-air mixture .
- Another benefit can be a constant passage area in the air passage downstream of the plurality of fuel orifices. The constant passage area maintains well defined high velocity flow aft of injection to reduce or eliminate flame holding or flashback when using fuels such as hydrogen-containing fuels.
- The plurality of fuel orifices, as stated above, can inject fuel in a low turbulence region, however the axial location of the plurality of fuel orifices 2.0 centimeters or less from the axial end of the center body, can provide the additional of a shorter mixing length. The shorter mixing length can also reduce flame holding.
- The angle of the plurality of fuel orifices can be partially tangential to one or more portions of the airflow to improve mixing in the shortened mixing section.
- The plurality of fuel orifices can be inclined towards the axial end of the center body (or in the direction of the airflow) to allow the fuel to follow the air velocity and reduce wakes due to fuel injection itself. The reduction of the wakes reduces flash back.
- Fuel can be injected from sets of fuel orifices on both the center body and the outer wall to achieve better mixing and control the fuel, improving fuel penetration circumferentially into the airflow. Centrally located fuel-air mixtures helps to keep the fuel-air mixtures in the center of the air passage. Once the fuel-air mixture passes the axial end of the center body and is ignited, the centrally located fuel-air mixture provides a lifted flame. A lifted flame also reduces the chance of flame holding.
- Fuel injection from the center body and/or the outer wall can be inclined. Alternatively, one set or subset of the plurality of fuel injection orifices can be inclined, while another set remains radial.
- To the extent not already described, the different features and structures of the various aspects can be used in combination, or in substitution with each other as desired. That one feature is not illustrated in all of the examples is not meant to be construed that it cannot be so illustrated, but is done for brevity of description. Thus, the various features of the different aspects can be mixed and matched as desired to form new aspects, whether or not the new aspects are expressly described. All combinations or permutations of features described herein are covered by this disclosure.
- This written description uses examples to describe aspects of the disclosure described herein, including the best mode, and also to enable any person skilled in the art to practice aspects of the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of aspects of the disclosure is defined by the claims, and can include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.
- Further aspects of the disclosure are provided by the subject matter of the following clauses:
- A turbine engine comprising an engine core comprising at least a compressor section and a combustion section in serial flow arrangement, wherein the combustion section comprises at least one fuel-air mixing assembly comprising a center body extending axially from a fore end to an aft end to define a center body axis, an outer wall spaced from and circumscribing the center body, an annular flow passage defined between the outer wall and the center body, and having an inlet at the fore end and an outlet at the aft end, with the annular flow passage having a constant cross-sectional area portion along a predetermined portion of the center body and terminating at the aft end, and at least one fuel orifice having a fuel outlet opening into the annular flow passage at a predetermined distance from the aft end of the center body.
- The turbine engine of any of the preceding clauses wherein the predetermined distance is 0% to 50% of a center body length.
- The turbine engine of any of the preceding clauses wherein the predetermined distance is less than 25% of the center body length.
- The turbine engine of any of the preceding clauses wherein the fuel outlet opens at the constant cross-sectional area portion.
- The turbine engine of any of the preceding clauses wherein the predetermined distance is between 0.0 to 2.0 centimeters from the aft end.
- The turbine engine of any of the preceding clauses wherein the fuel outlet opens at the constant cross-sectional area portion.
- The turbine engine of any of the preceding clauses wherein the center body comprises a fuel cavity and the at least one fuel orifice has a fuel inlet fluidly coupled to the fuel cavity.
- The turbine engine of any of the preceding clauses wherein the at least one fuel orifice extends through the center body.
- The turbine engine of any of the preceding clauses wherein the fuel cavity comprises a channel, extending in the aft-to-fore direction, and the fuel inlet is fluidly coupled to the channel.
- The turbine engine of any of the preceding clauses where the channel extends an axial distance between 2% to 50% of the center body length.
- The turbine engine of any of the preceding clauses wherein the at least one fuel orifice extends through the outer wall.
- The turbine engine of any of the preceding clauses wherein the at least one fuel orifice comprises at least a first set of fuel orifices axially or radially spaced from a second set of fuel orifices.
- The turbine engine of any of the preceding clauses wherein the second set of fuel orifices is circumferentially offset from the first set of fuel orifices.
- The turbine engine of any of the preceding clauses wherein at least some of the fuel orifices, of at least one of the first set of fuel orifices or the second set of fuel orifices, are radially angled or axially angled relative to the center body axis.
- The turbine engine of any of the preceding clauses wherein the annular flow passage comprises a reducing cross-sectional area portion located upstream of the constant cross-sectional area portion.
- The turbine engine of any of the preceding clauses wherein the reducing cross-sectional area portion terminates at the beginning of the constant cross-sectional area portion.
- A combustor, for a turbine engine, having a fuel-air mixing assembly comprising a center body extending axially from a fore end to an aft end to define a center body axis, an outer wall spaced from and circumscribing the center body, an annular flow passage defined between the outer wall and the center body, and having an inlet at the fore end and an outlet at the aft end, with the annular flow passage having a constant cross-sectional area along a predetermined portion of the center body and terminating at the aft end, and at least one fuel orifice having a fuel outlet opening into the annular flow passage at a predetermined distance from the aft end of the center body.
- The combustor of any of the preceding clauses wherein the fuel outlet opens at the constant cross-sectional area portion.
- The combustor of any of the preceding clauses wherein the at least one fuel orifice further comprises a fuel inlet fluidly coupled to at least one of a hydrogen fuel tank, a hydrogen channel, a hydrogen fuel cavity, or a hydrogen outside fuel source.
- The combustor of any of the preceding clauses wherein the annular flow passage comprises a reducing cross-sectional area portion located upstream of the constant cross-sectional area portion.
Claims (15)
- A turbine engine (10) comprising:
an engine core comprising at least a compressor section (12) and a combustion section (14) in serial flow arrangement, wherein the combustion section (14) comprises at least one fuel-air mixing assembly (100, 200, 400, 500, 600, 700) comprising:a center body (104) extending axially from a fore end (128) to an aft end (130) to define a center body axis (142);an outer wall (102) spaced from and circumscribing the center body (104);an annular flow passage (106) defined between the outer wall (102) and the center body (104), and having an inlet (107) at the fore end (128) and an outlet (109) at the aft end (130), with the annular flow passage (106) having a constant cross-sectional area portion (162, 262, 462, 562, 762) along a predetermined portion of the center body (104) and terminating at the aft end (130); andat least one fuel orifice (112, 212, 212a, 212b, 312, 412, 512, 512a, 512b, 612, 712) having a fuel outlet (154, 254a, 254b, 354, 454, 554a, 554b, 754) opening into the annular flow passage (106) at a predetermined distance (160, 460, 560, 760) from the aft end (130) of the center body (104). - The turbine engine (10) of claim 1 wherein the predetermined distance (160, 460, 560, 760) is 0% to 50% of a center body length (131).
- The turbine engine (10) of claim 2 wherein the predetermined distance (160, 460, 560, 760) is less than 25% of the center body length (131).
- The turbine engine (10) of any of claims 1-3 wherein the fuel outlet (154, 254a, 254b, 354, 454, 554a, 554b, 754) opens onto the constant cross-sectional area portion (162, 262, 462, 562, 762).
- The turbine engine (10) of any one of claims 1-4 wherein the predetermined distance (160, 460, 560, 760) is between 0.0 to 2.0 centimeters from the aft end (130).
- The turbine engine of any one of claims 1-5 wherein the fuel outlet (154, 254a, 254b, 354, 454, 554a, 554b, 754) opens at the constant cross-sectional area portion (162, 262, 462, 562, 762).
- The turbine engine (10) of any one of claims 1-6 wherein the center body (104) comprises a fuel cavity (110, 710) and the at least one fuel orifice (112, 212, 212a, 212b, 312, 412, 512, 512a, 512b, 612, 712) has a fuel inlet (152, 352, 452, 552a, 552b, 752) fluidly coupled to the fuel cavity (110, 710).
- The turbine engine (10) of claim 7 wherein the at least one fuel orifice (112, 212, 212a, 212b, 312, 412, 512, 512a, 512b, 612, 712) extends through the center body (104).
- The turbine engine (10) of claim 8 wherein the fuel cavity (110) comprises a channel (140, 440), extending in the aft-to-fore direction, and the fuel inlet (152, 352, 452, 552a, 552b) is fluidly coupled to the channel (140, 440).
- The turbine engine (10) of claim 9 where the channel (140, 440) extends an axial distance between 2% to 50% of the center body length (131).
- The turbine engine (10) of any one of claims 1-10 wherein the at least one fuel orifice (112, 212, 212a, 212b, 312, 412, 512, 512a, 512b, 612, 712) comprises at least a first set of fuel orifices (212a, 512a) axially spaced from a second set of fuel orifices (212b, 512b).
- The turbine engine (10) of claim 11 wherein the second set of fuel orifices (212b, 512b) is circumferentially offset from the first set of fuel orifices (212a, 512a).
- The turbine engine (10) of claim 11 wherein at least some of the fuel orifices (112, 212, 212a, 212b, 312, 412, 512, 512a, 512b, 612, 712), of at least one of the first set of fuel orifices (212a, 512a) or the second set of fuel orifices (212b, 512b), are radially angled or axially angled relative to the center body axis (142).
- The turbine engine (10) of any one of claims 1-13 wherein the annular flow passage (106) comprises a reducing cross-sectional area portion (201, 701) located upstream of the constant cross-sectional area portion (162, 262, 462, 562, 762).
- The turbine engine (10) of any one of claims 1-14 wherein the at least one fuel orifice (112, 212, 212a, 212b, 312, 412, 512, 512a, 512b, 612, 712) further comprises a fuel inlet (152, 352, 452, 552a, 552b, 752) fluidly coupled to at least one of a hydrogen fuel tank (494), a hydrogen channel (140, 440), a hydrogen fuel cavity (110, 710), or a hydrogen outside fuel source (413).
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US202163294573P | 2021-12-29 | 2021-12-29 | |
US17/586,082 US11815269B2 (en) | 2021-12-29 | 2022-01-27 | Fuel-air mixing assembly in a turbine engine |
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US20230204214A1 (en) | 2023-06-29 |
CN116412413A (en) | 2023-07-11 |
US11815269B2 (en) | 2023-11-14 |
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